Vehicle communication system

ABSTRACT

A system and method includes a first control system having one or more processors onboard a lead vehicle of a vehicle system that includes the lead vehicle and a remote vehicle. The second control system automatically restricts movement of the vehicle system based on a location of the vehicle system. The processors detect a signal instance of an operator actuating an input device, and communicate a vehicle information request message to the second control system. The second control system communicates a list of vehicle identifiers, that includes a vehicle identifier associated with the remote vehicle, to the processors. The processors communicate a wireless linking message, including a request to establish a communication link, to the remote vehicle based on the vehicle identifier associated with the remote vehicle.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a continuation-in-part of U.S. patent applicationSer. No. 16/423,537, filed on 28 May 2019, which is acontinuation-in-part of U.S. patent application Ser. No. 15/377,594,filed on 12 Dec. 2016 (the “'594 Application”), which issued as U.S.Pat. No. 10,311,121 on 25 Jun. 2019, which is a continuation-in-part ofU.S. patent application Ser. No. 14/616,795, filed on 9 Feb. 2015 (the“'795 Application”), which is now abandoned.

The '594 Application also is a continuation-in-part of U.S. patentapplication Ser. No. 14/836,063, filed on 26 Aug. 2015 (the “'063Application”), which issued at U.S. Pat. No. 10,464,579 on 5 Nov. 2019,which is a continuation-in-part of U.S. patent application Ser. No.14/275,297, filed on 12 May 2014 (the “'297 Application”), which issuedas U.S. Pat. No. 9,180,892 on 10 Nov. 2015, which is a continuation ofU.S. patent application Ser. No. 13/593,258, filed on 23 Aug. 2012 (the“'258 Application”), which issued as U.S. Pat. No. 8,725,323 on 13 May2014. The '258 Application is a continuation-in-part of U.S. patentapplication Ser. No. 11/552,602, filed on 25 Oct. 2006 (the “'602Application”), which issued as U.S. Pat. No. 8,280,566 on 2 Oct. 2012.The '602 Application claims priority to U.S. Provisional Application No.60/792,428, filed on 17 Apr. 2006 (the “'428 Application”). The '063Application also is a continuation-in-part of U.S. patent applicationSer. No. 14/741,229, filed 16 Jun. 2015 (the “'229 Application”), whichis now abandoned, which claims priority to U.S. Provisional ApplicationNo. 62/049,524, which filed on 12 Sep. 2014 (the “'524 Application”).

The '594 Application also is a continuation-in-part of U.S. patentapplication Ser. No. 14/803,089, filed on 19 Jul. 2015 (the “'089Application”), which issued as U.S. Pat. No. 9,656,680 on 23 May 2017,which is a continuation of U.S. patent application Ser. No. 13/741,649,filed on 15 Jan. 2013 (the “'649 Application”), which issued as U.S.Pat. No. 9,114,817 on 25 Aug. 2015.

The '594 Application also is a continuation-in-part of U.S. patentapplication Ser. No. 14/520,585, filed on 22 Oct. 2014 (the “'585Application”), which issued as U.S. Pay. No. 9,550,484 on 24 Jan. 2017.

The '594 Application also is a continuation-in-part of U.S. patentapplication Ser. No. 15/238,501, filed on 16 Aug. 2016 (the “'501Application”), which issued as U.S. Pat. No. 9,917,773 on 13 Mar. 2018,which is a continuation of U.S. patent application Ser. No. 13/493,315,filed on 11 Jun. 2012 (the “'315 Application”), which is now abandoned,which claims priority to U.S. Provisional Application No. 61/495,878,filed on 10 Jun. 2011 (the “'878 Application”).

The entire disclosure of each of these applications is incorporatedherein by reference.

FIELD

Embodiments of the inventive subject matter described herein relate tocommunications between vehicles.

BACKGROUND

Some known vehicle consists include several propulsion-generatingvehicles that generate tractive effort for propelling the vehicleconsists along a route. For example, trains may have several locomotivescoupled with each other that propel the train along a track. Thelocomotives may communicate with each other to coordinate the tractiveefforts and/or braking efforts provided by the locomotives. As oneexample, locomotives may be provided in a distributed power (DP)arrangement with one locomotive designated as a lead locomotive andother locomotives designated as remote locomotives. The lead locomotivemay direct the tractive and braking efforts provided by the remotelocomotives during a trip of the consist.

Some known consists use wireless communication between the locomotivesfor coordinating the tractive and/or braking efforts. For example, alead locomotive can issue commands to the remote locomotives. The remotelocomotives receive the commands and implement the tractive effortsand/or braking efforts directed by the commands.

Before the remote vehicles will operate per command messages receivedfrom a lead locomotive, however, communication links between the leadlocomotive and the remote locomotive may need to be established. Acommunication “handshake” between the lead and remote locomotives mayneed to occur so that the remote locomotives can identify the leadlocomotive, the lead locomotive can identify the remote locomotives, andthe remote locomotives can determine that forthcoming command messagesare received from the lead locomotive and not from another locomotive.To establish the communication links used to remotely control the remotelocomotives from the lead locomotive, some known systems require anoperator to go onboard each of the remote locomotives, manually inputinformation about the lead locomotive and/or remote locomotives, andinitiate communication of one or more wireless messages from the remotelocomotives to the lead locomotive. In some vehicle consists having manyremote locomotives, requiring an operator to enter onboard and manuallyenter this type of information onboard each remote locomotive can bevery time-consuming and susceptible to human errors in entering thecorrect information. Thus, considerable time and effort may be expendedin establishing communication links between the lead and remotelocomotives in a vehicle consist.

Additionally, if the lead locomotive experiences one or more faults(e.g., in communication with the other locomotives that are linked withthe lead locomotive in a distributed power arrangement), the leadlocomotive may need to be decoupled from the train and replaced withanother lead locomotive. To do this, the replacement lead locomotive iscoupled to the train and an operator may need to manually enter eachremote locomotive along the length of the train to manually input thechange in lead locomotive into control systems of the remote locomotivesso that these control systems know to receive commands from thereplacement lead locomotive, and not the previous lead locomotive thathas been removed. For relatively long trains and/or trains havingseveral remote locomotives, this process can consume a significantamount of time.

In certain conventional vehicle systems, the order of powered vehiclesin a consist may not be known or easily obtainable. Further, to theextent ordering information may be entered by an operator, suchinformation is prone to operator error, and may be incorrectly entered.These and other drawbacks of conventional powered units of a consist mayresult in limited adjustability and/or fine tuning of control of pluralpowered units, difficulty in troubleshooting and/or adjusting forchanges in status of one or more vehicles, and the like.

BRIEF DESCRIPTION

In one or more embodiments, a system (e.g., vehicle communicationsystem) is provided that includes one or more processors, acommunication device, and a positive train control (PTC) system. The oneor more processors are onboard a lead vehicle of a vehicle system thatincludes the lead vehicle and at least a first remote vehicle. Thecommunication device is onboard the lead vehicle and is operably coupledto the one or more processors. The PTC system is onboard the vehiclesystem and is configured to restrict movement of the vehicle systembased at least in part on a location of the vehicle system. The PTCsystem also is configured to communicate a list of one or more vehicleidentifiers to the one or more processors. The one or more vehicleidentifiers in the list include a vehicle identifier associated with thefirst remote vehicle. The communication device is configured tocommunicate a wireless linking message from the lead vehicle to thefirst remote vehicle. The wireless linking message includes the vehicleidentifier associated with the first remote vehicle. The communicationdevice is configured to establish a communication link between the leadvehicle and the first remote vehicle responsive at least in part toreceipt of the wireless linking message at the first remote vehicle andwithout an operator being present at the first remote vehicle. The oneor more processors are configured to remotely control movement of thefirst remote vehicle from the lead vehicle via the communication link.

In one or more embodiments, a system (e.g., vehicle communicationsystem) is provided that includes a first vehicle control system and asecond vehicle control system. The first vehicle control system isonboard a lead vehicle of a vehicle system that includes the leadvehicle and at least a first remote vehicle. The first vehicle controlsystem includes one or more processors and a communication deviceoperably coupled to the one or more processors. The second vehiclecontrol system is onboard the vehicle system and is configured toautomatically restrict movement of the vehicle system based at least inpart on a location of the vehicle system. The second vehicle controlsystem also is configured to communicate a list of one or more vehicleidentifiers to the first vehicle control system. The one or more vehicleidentifiers in the list include a vehicle identifier associated with thefirst remote vehicle. The one or more processors of the first vehiclecontrol system are configured to generate a wireless linking messagethat is communicated by the communication device. The wireless linkingmessage includes the vehicle identifier associated with the first remotevehicle. The communication device is configured to establish acommunication link between the lead vehicle and the first remote vehicleresponsive at least in part to receipt of the wireless linking messageat the first remote vehicle and without an operator being present at thefirst remote vehicle. The one or more processors of the first vehiclecontrol system are configured to remotely control movement of the firstremote vehicle from the lead vehicle via the communication link.

In one or more embodiments, a system (e.g., vehicle communicationsystem) is provided that includes a first vehicle control system and asecond vehicle control system. The first vehicle control system isconfigured to operate a vehicle and includes one or more processors anda communication device operably coupled to the one or more processors.The second vehicle control system is configured to communicate with thefirst vehicle control system via the communication device and is furtherconfigured to restrict movement of the vehicle based at least in part ona location of the vehicle. The second vehicle control system isconfigured to generate a wireless linking message that is communicatedto the communication device of the first vehicle control system. Thewireless linking message includes a vehicle identifier associated withthe vehicle. The communication device is configured to establish acommunication link between the first vehicle control system and thesecond vehicle control system responsive to receipt of the wirelesslinking message at the vehicle and without an operator being present onor in the vehicle. The second vehicle control system is configured toremotely control movement of the vehicle via the communication link.

In one or more embodiments, a system (e.g., a vehicle control system)includes a first control system onboard a lead vehicle of a vehiclesystem that includes the lead vehicle and a first remote vehicle. Thefirst control system may include one or more processors and acommunication device operably coupled with the processors. A secondcontrol system is configured to be disposed onboard the vehicle system,and automatically restricts movement of the vehicle system based atleast in part on a location of the vehicle system. The processors of thefirst control system may detect a single instance of an operatoractuating an input device onboard the lead vehicle, and may control thecommunication device to communicate a vehicle information requestmessage to the second control system responsive to detecting the singleinstance of the operator actuating the input device. The second controlsystem is configured to communicate a list of vehicle identifiers to theprocessors of the first control system. The list of vehicle identifiersmay include a vehicle identifier associated with the first remotevehicle. The processors may control the communication device tocommunicate a wireless linking message to the first remote vehicle fromthe lead vehicle based n the vehicle identifier associated with thefirst remote vehicle. The wireless linking message may include a requestto establish a communication link between the lead vehicle and the firstremote vehicle.

In another embodiment, a method may include detecting a single instanceof an operator actuating an input device onboard a lead vehicle of avehicle system that includes the lead vehicle and at least a firstremote vehicle. A communication device may be controlled to communicatea vehicle information request message to a positive train control (PTC)system of the vehicle system. The PTC system can automatically restrictmovement of the vehicle system based at least in part on a location ofthe vehicle system. A list of vehicle identifiers may be received fromthe PTC system. The list of vehicle identifiers can include a vehicleidentifier associated with the first remote vehicle. A wireless linkingmessage may be communicated to the first remote vehicle based on thevehicle identifier associated with the first remote vehicle subsequentto receiving the list of vehicle identifiers from the PTC system. Thewireless linking message can include at least a request to establish acommunication link between the lead vehicle and the first remotevehicle.

In another embodiment, a vehicle control system can include one or moreprocessors that are configured to be onboard a lead vehicle of a vehiclesystem that includes the lead vehicle and at least a first remotevehicle. The processors are configured to be operably coupled with acommunication device. One or more components of a positive train control(PTC) system are configured to be onboard the vehicle system. The PTCsystem can automatically restrict movement of the vehicle system basedat least in part on a location of the vehicle system. The PTC systemalso can communicate a list of vehicle information associated withplural remote vehicles to the one or more processors. The list ofvehicle information may include a vehicle identifier, a vehiclelocation, and a vehicle orientation associated with each of the remotevehicles. The communication device is configured to communicate awireless linking message from the lead vehicle to the first remotevehicle that includes the vehicle identifier associated with the firstremote vehicle. The communication device may establish a communicationlink between the lead vehicle and the first remote vehicle responsive atleast in part to receipt of the wireless linking message at the firstremote vehicle and without an operator being present at the first remotevehicle. The lead vehicle may control movement of the first remotevehicle responsive to establishing the communication link, and based atleast in part on one or more of the vehicle location of the first remotevehicle or the vehicle orientation of the first remote vehicle.

BRIEF DESCRIPTION OF THE DRAWINGS

Reference is now made briefly to the accompanying drawings, in which:

FIG. 1 illustrates one embodiment of a communication system of a vehicleconsist or vehicle system;

FIG. 2 illustrates a flowchart of one embodiment of a method forcommunicatively linking vehicles in a vehicle consist;

FIG. 3 is a schematic diagram of a propulsion-generating vehicle inaccordance with one embodiment;

FIG. 4 illustrates several vehicles located on neighboring routesaccording to one example;

FIG. 5 depicts an embodiment of a system for remotely setting up,linking, and testing distributed power operations of a vehicle system,such as a vehicle consist;

FIG. 6 depicts an embodiment of a setup unit;

FIG. 7 depicts an embodiment of a flowchart of a method for remotelysetting up, linking and testing distributed power operations of avehicle consist;

FIG. 8 is a schematic illustration of another embodiment of acommunication system for controllably linking propulsion units in avehicle consist;

FIGS. 9A and 9B illustrate a flowchart of one embodiment of a method orprocess for controllably linking propulsion units of a vehicle consist;

FIG. 10 schematically illustrates removal of a lead propulsion unit fromthe vehicle system in accordance with one embodiment;

FIG. 11 schematically illustrates coupling of a replacement leadpropulsion unit with the vehicle consist in accordance with oneembodiment;

FIG. 12 is a schematic illustration of one embodiment of a propulsionunit;

FIG. 13 illustrates one embodiment of a control unit of a propulsionunit operating in a first mode of operation;

FIG. 14 illustrates one embodiment of the control unit of the propulsionunit shown in FIG. 13 operating in a different, second mode ofoperation;

FIG. 15 illustrates one embodiment of the control unit of the firstpropulsion unit shown in FIG. 13 operating in a different, third mode ofoperation;

FIG. 16 is a schematic view of one embodiment of a communication systemof a vehicle consist or vehicle system;

FIG. 17 illustrates a flowchart of one embodiment of a method forcommunicatively coupling vehicles in the vehicle consist shown in FIG.16;

FIG. 18 illustrates a flowchart of another embodiment of a method forcommunicatively coupling vehicles in the vehicle consist shown in FIG.16;

FIG. 19 is a schematic diagram of a propulsion-generating vehicle inaccordance with one embodiment;

FIG. 20 is a schematic diagram of a communication and control system fora vehicle consist, according to an embodiment;

FIG. 21 is a schematic diagram of a communication system forcommunicating data in a vehicle consist, according to an embodiment;

FIG. 22 is a schematic diagram of a multiple unit (MU) cable system in avehicle, shown in the context of the system network of FIG. 21;

FIG. 23 is a schematic diagram of an MU cable jumper;

FIG. 24 illustrates a flowchart of a method for communicating betweendifferent vehicles of a vehicle system in accordance with oneembodiment;

FIG. 25 is a schematic view of one embodiment of a vehicle consist;

FIG. 26 is a schematic view of another embodiment of the vehicle consistshown in FIG. 25;

FIG. 27 is a schematic diagram of a remote vehicle shown in FIG. 25 inaccordance with one embodiment;

FIG. 28 illustrates a flowchart of a method for determining vehicleorientation according to one embodiment;

FIG. 29 is a schematic diagram of a communication system forcommunicating data in a vehicle consist, according to one embodiment;

FIG. 30 is a flowchart illustrating an example method for establishing anetwork across a plurality of vehicles in a consist, according to oneembodiment;

FIG. 31 is a schematic diagram of a system for establishing a networkacross a plurality of vehicles in a consist, according to oneembodiment;

FIG. 32 is a flowchart illustrating an example method for managingnetwork services among a plurality of networked vehicles in a consist,according to one embodiment;

FIG. 33 is a schematic diagram of a system for managing network servicesamong vehicles in a consist, according to one embodiment;

FIG. 34 is a flowchart illustrating an example method for managing ahigh-availability network for a vehicle consist, according to oneembodiment;

FIG. 35 is a flowchart illustrating an example method for managing ahigh-availability network for a vehicle consist, according to anotherembodiment;

FIG. 36 is a schematic diagram of a system for managing ahigh-availability network for a vehicle consist, according to oneembodiment;

FIG. 37 is a flowchart illustrating an example method for resolving aconflict between IP addresses of vehicles in a consist, in accordancewith one embodiment;

FIG. 38 is a schematic diagram of a system for resolving a conflictbetween IP addresses of vehicles in a consist, in accordance with oneembodiment;

FIG. 39 is a schematic diagram of a vehicle system according to anembodiment;

FIG. 40 is a schematic diagram of a propulsion-generating vehicleaccording to an embodiment;

FIG. 41 is schematic diagram of a communication system according to anembodiment; and

FIG. 42 is a flowchart for a method of establishing communication linksbetween vehicles according to an embodiment.

DETAILED DESCRIPTION

One or more embodiments of the inventive subject matter described hereinprovides for methods and systems for communicating betweenpropulsion-generating vehicles in a vehicle consist or vehicle system.This subject matter may be used in connection with rail vehicles andrail vehicle consists, or alternatively may be used with other types ofvehicles. For example, the subject matter described herein may be usedin connection with automobiles, trucks, mining vehicles, otheroff-highway vehicles (e.g., vehicles that are not designed or are notlegally permitted for travel on public roadways), aerial vehicles (e.g.,fixed wing aircraft, drones or other unmanned aircraft, etc.), or marinevessels.

The vehicle consist or vehicle system can include two or more vehiclesmechanically coupled with each other to travel along a route together.Optionally, the vehicle consist can include two or more vehicles thatare not mechanically coupled with each other, but that travel along aroute together. For example, two or more automobiles may wirelesslycommunicate with each other as the vehicles travel along the routetogether as a vehicle system to coordinate movements with each other.

In operation, a lead vehicle can obtain unique vehicle identifiersassociated with the remote vehicles included in the same vehicle consistas the lead vehicle. These vehicle identifiers may not includeidentifiers associated with remote vehicles that are not included in thevehicle consist. The vehicle identifiers may be obtained from a systemsuch as a vehicle control system that restricts movement of vehicleconsists based on locations of the vehicle consists. For example, such asystem may include a positive train control (PTC) system. Optionally,the vehicle identifiers may be obtained from an energy managementsystem, such as a system that creates a trip plan that designatesoperational settings of the vehicle consist as a function of time,location, and/or distance along a route to control movement of thevehicle consist. Additionally or alternatively, the vehicle identifiersof the remote vehicles in the vehicle consist may be manually input byan operator or obtained from another system.

The lead vehicle can communicate wireless linking messages to the remotevehicles. These linking messages may be addressed to the remote vehiclesusing the vehicle identifiers. For example, the linking messages mayinclude the vehicle identifiers. Vehicles that receive the linkingmessages other than the remote vehicles in the consist may not be linkedwith the lead vehicle due to the vehicle identifiers not matching orbeing associated with these other vehicles. At the remote vehicles thatare included in the vehicle consist, the remote vehicles may becommunicatively linked with the lead vehicle. For example, the remotevehicles may communicate linking confirmation messages responsive toreceiving the linking messages.

The remote vehicles can communicate these confirmation messages withoutan operator having to enter onboard the remote vehicles. For example,while an operator may be onboard the lead vehicle, the operator may notenter onboard any other vehicles in the vehicle consists to establishcommunication links between the lead and remote vehicles in the vehicleconsists. Upon receiving the confirmation messages at the lead vehicle,communication links between the lead and remote vehicles areestablished. Establishing these communication links allows for the leadvehicle to remotely control operations of the remote vehicles duringmovement of the vehicle consists along the route. For example, the leadvehicle can communicate wireless command messages to change throttlesettings, brake settings, speeds, power outputs, or the like of theremote vehicles during movement of the vehicle consists. Other vehiclesthat do not have communication links established with the lead vehiclecannot be remotely controlled by the lead vehicle.

FIG. 1 illustrates one embodiment of a communication system 100 of avehicle consist or vehicle system 102. The illustrated vehicle consist102 includes propulsion-generating vehicles 104, 106 (e.g., vehicles104, 106A, 106B, 106C) and non-propulsion-generating vehicles 108 (e.g.,vehicles 108A, 108B) that travel together along a route 110. Althoughthe vehicles 104, 106, 108 are shown as being mechanically coupled witheach other, optionally, the vehicles 104, 106, 108 may not bemechanically coupled with each other.

The propulsion-generating vehicles 104, 106 are shown as locomotives,the non-propulsion-generating vehicles 108 are shown as rail cars, andthe vehicle consist 102 is shown as a train in the illustratedembodiment. Alternatively, the vehicles 104, 106 may represent othervehicles, such as automobiles, marine vessels, or the like, and thevehicle consist 102 can represent a grouping or coupling of these othervehicles. The number and arrangement of the vehicles 104, 106, 108 inthe vehicle consist 102 are provided as one example and are not intendedas limitations on all embodiments of the subject matter describedherein.

In one embodiment, the group of vehicles 104, 106, 108 may be referredto as a vehicle system, with groups of one or more adjacent orneighboring propulsion-generating vehicles 104 and/or 106 being referredto as a vehicle consist. For example, the vehicles 104, 106A, 106B,108A, 108B, and 106C may be referred to as a vehicle system withvehicles 104, 106A, 106B be referred to as a first vehicle consist ofthe vehicle system and the vehicle 106C referred to as a second vehicleconsist in the vehicle system. Alternatively, the vehicle consists maybe defined as the vehicles that are adjacent or neighboring to eachother, such as a vehicle consist defined by the vehicles 104, 106A,106B, 108A, 108B, 106C.

The propulsion-generating vehicles 104, 106 can be arranged in adistributed power (DP) arrangement. For example, thepropulsion-generating vehicles 104, 106 can include a lead vehicle 104that issues command messages to the other propulsion-generating vehicles106A, 106B, 106C which are referred to herein as remote vehicles. Thedesignations “lead” and “remote” are not intended to denote spatiallocations of the propulsion-generating vehicles 104, 106 in the vehicleconsist 102, but instead are used to indicate whichpropulsion-generating vehicle 104, 106 is communicating (e.g.,transmitting, broadcasting, or a combination of transmitting andbroadcasting) command messages and which propulsion-generating vehicles104, 106 are being remotely controlled using the command messages. Forexample, the lead vehicle 104 may or may not be disposed at the frontend of the vehicle consist 102 (e.g., along a direction of travel of thevehicle consist 102). Additionally, the remote vehicles 106A-C need notbe separated from the lead vehicle 104. For example, a remote vehicle106A-C may be directly coupled with the lead vehicle 104 or may beseparated from the lead vehicle 104 by one or more other remote vehicles106A-C and/or non-propulsion-generating vehicles 108.

The command messages may include directives that direct operations ofthe remote vehicles. These directives can include propulsion commandsthat direct propulsion subsystems of the remote vehicles to move at adesignated speed and/or power level, brake commands that direct theremote vehicles to apply brakes at a designated level, and/or othercommands. The lead vehicle 104 issues the command messages to coordinatethe tractive efforts and/or braking efforts provided by thepropulsion-generating vehicles 104, 106 in order to propel the vehicleconsist 102 along a route 110, such as a track, road, waterway, or thelike.

The command messages can be communicated using the communication system100. In one embodiment, the command messages are wirelessly communicatedusing the communication system 100. The communication system 100 mayinclude wireless transceiving hardware and circuitry disposed onboardtwo or more of the vehicles 104, 106. Prior to the remote vehicles beingremotely controlled by a lead vehicle in the vehicle consists,communication links may be established between the lead and remotevehicles.

To establish a communication link between a lead vehicle and a remotevehicle, the lead vehicle may wirelessly communicate a linking messageto the remote vehicle. This linking message may include a unique code,such as a unique vehicle identifier, that is associated with the remotevehicle. This code may not be associated with or otherwise identifyother remote vehicles in one embodiment. Alternatively, the vehicleidentifier may identify or be associated with two or more remotevehicles, such as two or more remote vehicles that are the same type ofvehicle, there included in the vehicle consists, or the like. At theremote vehicle that receives linking message, if the vehicle identifierin the linking message matches, is associated with, or otherwiseidentifies the remote vehicle, then the remote vehicle may communicate aconfirmation message back to the lead vehicle. This confirmation messagemay be wirelessly communicated to the lead vehicle. The communicationlink between the lead and remote vehicles may be established responsiveto the linking message being received by the remote vehicle and aconfirmation message being received by the lead vehicle. Alternatively,the communication link between the lead and remote vehicles may beestablished once the linking message is received at the remote vehicles,without requiring a confirmation message from being received back at thelead vehicle.

The lead vehicle may determine vehicle identifiers for the remotevehicles by receiving a list of unique identifying codes associated withthe remote vehicles in the vehicle consist. This list may be receivedfrom one or more systems other than the communication system 100, suchas a vehicle control system that restricts movement of the vehicleconsists based at least in part on the location of the vehicle consists.One example of such a vehicle control system includes a positive traincontrol or PTC system. Another example of such a system may include anenergy management system that creates a trip plan to control movement ofthe vehicle consist. The trip plan can designate operational settings ofthe vehicle consist as a function of time, location, and/or distancealong the route. The operational settings designated by the trip plancan reduce fuel consumed and/or emissions generated by the vehicleconsist relative to the vehicle consist traveling according to otheroperational settings. Alternatively, the vehicle identifiers may bereceived from another type of system, such as a dispatch facility, avehicle yard such as a rail yard, or the like. In one aspect, andoperator may manually input the vehicle identifiers onboard the leadvehicle.

In contrast to some known systems, operators are not required to enteronboard the remote vehicles to identify these remote vehicles to thelead vehicle. Instead, the remote vehicles are identified by a separatesystem such that the operators do not need to enter onboard the remotevehicles to determine which remote vehicles are in the vehicle consist.Thus, communication links between the lead and remote vehicles may beestablished without requiring operators to enter onboard the remotevehicles. Consequently, considerable time and effort can be saved byavoiding requiring the operators to enter onboard the remote vehicles.

FIG. 2 illustrates a flowchart of one embodiment of a method 200 forcommunicatively linking vehicles in a vehicle consist. The method 200may be performed by communication system 100 shown in FIG. 1. At 202,the vehicle identifiers of remote vehicles included in the vehicleconsist are obtained. The vehicle identifiers may be obtained from asystem other than the communication system, such as a vehicle controlsystem, energy management system, a dispatch facility, or the like.Optionally, the vehicle identifiers may be input by an operator onboardthe lead vehicle. The vehicle identifiers that are obtained may beunique codes that uniquely identify the remote vehicles included in thevehicle consist, and that do not include vehicles that are not includedin the vehicle consist. For example, the vehicles that are included inthe vehicle consist may already be mechanically linked and/or otherwisepositioned near one another to travel together along the route as aconsist. The vehicle identifiers that are obtained may represent thosevehicles in the consist, and not any vehicles not included in theconsist.

At 204, a determination is made as to whether an input device onboardthe lead vehicle of the vehicle consists has been actuated. For example,a determination may be made as to whether an operator has pressed abutton, flip the switch, moved a lever, typed on a keyboard, touched atouch-sensitive display screen, spoken commands into a microphone, orthe like. Actuation of an input device may indicate that the operatorwishes to initiate establishment of the communication links between thelead and remote vehicles in the consist. For example, once the vehicleidentifiers of the remote vehicles in the consist have been obtained,the operator onboard lead vehicle can press a single button (orotherwise perform a single actuation of an input device) to initiate theestablishment of communication links between the lead and remotevehicles. Alternatively, the operator may actuate the same input deviceseveral times and/or may actuate multiple input devices to cause thelinking messages to be sent. If the input device has been actuated, flowof the method 200 can continue to 206. On the other hand, if the inputdevice is not actuated, then flow of the method 200 can proceed to 210,described below.

At 206, linking messages are communicated to the remote vehicles in theconsist. These linking messages may be wirelessly communicated from thelead vehicle to the remote vehicles. Linking messages may be addressedto the remote vehicles. For example, the linking messages may includethe vehicle identifiers of the remote vehicles included in the consist.Different linking messages may be communicated to different remotevehicles. For example, a first linking message having a first vehicleidentifier may be communicated to a first remote vehicle, a secondlinking message having a different, second vehicle identifier may becommunicated to a different, second remote vehicle, and so on.Optionally, one or more linking messages may include multiple vehicleidentifiers. For example, a linking message may be wirelesslycommunicated from the lead vehicle and may include the vehicleidentifiers of the remote vehicles included in the vehicle consist.

Onboard the remote vehicles, if a linking message is received thatincludes a vehicle identifier that matches or otherwise corresponds withthe remote vehicle receiving the linking message, the remote vehicle maycommunicate a linking confirmation message back to the lead vehicle.This confirmation message may be wirelessly communicated to the leadvehicle to indicate or confirm receipt of the linking message. Thelinking confirmation messages may be communicated from the remotevehicles to lead vehicles without operators having to go onboard theremote vehicles. For example, responsive to a remote vehicle receiving alinking message from the lead vehicle that includes the vehicleidentifier of the remote vehicle, the remote vehicle may autonomously(e.g., without operator intervention) wirelessly communicate the linkingconfirmation message to lead vehicle. Alternatively, the remote vehiclesmay not communicate a linking confirmation message responsive toreceiving the linking message.

At 208, a determination is made as to whether a linking confirmationmessage is received at the lead vehicle from one or more of the remotevehicles in the vehicle consist. For example, the lead vehicle maydetermine if all remote vehicles included in the vehicle consistcommunicated linking confirmation messages responsive to communicatingthe linking messages. Receipt of the linking confirmation messages fromall remote vehicles at the lead vehicle can indicate or confirm that theremote vehicles received the linking messages from the lead vehicle.Failure to receive linking confirmation messages or an absence oflinking confirmation messages from all remote vehicles at the leadvehicle can indicate that one or more remote vehicles did not receivelinking messages from the lead vehicle. In one aspect, the lead vehiclemay re-communicate one or more additional linking messages to the remotevehicles from which the lead vehicle did not receive a linkingconfirmation message.

If it is determined that linking confirmation messages were receivedfrom all remote vehicles, then flow of the method can proceed to 212.Alternatively, if linking confirmation messages were not received fromthe remote vehicles, then flow the method 200 can proceed to 210.

At 210, communication linking between the lead and remote vehicles isprevented. For example, if the remote vehicles did not receive thelinking messages, if the lead vehicle did not receive confirmation ofreceipt of the linking messages at the remote vehicles, and/or if anoperator did not actuate any input device to initiate establishment ofcommunication links between the lead and remote vehicles, thecommunication links between the lead vehicle and one or more remotevehicles may not be established. This can prevent communication linksfrom being established between the lead and remote vehicles that are notincluded in the vehicle consist, prevent communication links from beingestablished between the lead vehicle and remote vehicle that did notreceive a linking message, and/or prevent communication links from beingestablished between vehicles in the vehicle consist without the operatorinitiating formation of the communication links.

At 212, communication links between the lead vehicle and the remotevehicles are established. These communication links allow for the leadvehicle to remotely control operations and movement of the remotevehicles. For example, the communication links can allow the leadvehicle to issue command messages to the remote vehicles. The commandmessages may direct the remote vehicles to change throttle settings,brake settings, accelerations, speeds, power outputs, or the like. Uponreceipt of the command messages, the remote vehicles may implement thechanges in operational settings dictated by the command messages.

A communication link may be established by the lead vehicle identifyingwhich remote vehicles are included in the vehicle consist, communicatinglinking messages to those remote vehicles, and receiving confirmationthat the linking messages are received at the remote vehicles. Thefailure of the lead vehicle to determine which remote vehicles areincluded in the vehicle consist, the failure of the lead vehicle tocommunicate linking messages to those remote vehicles, or the failure oflead vehicle to receive confirmation that linking messages were receivedat the remote vehicles can prevent communication links from beingestablished between the lead and remote vehicles. Alternatively, thecommunication links may be established by the lead vehicle identifyingwhich remote vehicles are included in the vehicle consist andcommunicating linking messages to those remote vehicles, regardless ofwhether confirmation that the linking messages were received remotevehicles is received lead vehicle. For example, the communication linksmay be established without the remote vehicles communicating linkingconfirmation messages and/or without the lead vehicle receiving linkingconfirmation messages.

A communication link may be defined by a communication handshake betweenlead and remote vehicles. For example, communication of a first messagefrom a lead vehicle to remote vehicle (e.g., a linking message) followedby successful communication of a second message from the remote vehicleto lead vehicle (e.g., a linking confirmation message) may be acommunication handshake that establishes a communication link.Optionally, the communication link may be established by a dedicatedcommunications channel being used between the lead and remote vehicles.For example, a designated frequency or frequency band may define acommunication link.

The communication links between the lead and remote vehicles may beestablished without an operator having to go onboard the remotevehicles. As described above, the operator may go onboard the leadvehicle and, once the lead vehicle has determined which remote vehiclesare included in the vehicle consist, the lead vehicle may establishcommunication links with the remote vehicles without the operator orother operators having to go onboard the remote vehicles to communicateinformation from the remote vehicles to the lead vehicle. Thus,considerable time and effort may be saved in setting up a vehicleconsist for travel.

FIG. 3 is a schematic diagram of a propulsion-generating vehicle 400 inaccordance with one embodiment. The vehicle 400 may represent one ormore of the vehicles 104, 106 shown in FIG. 1. The communication system100 shown in FIG. 1 may include one or more components onboard thevehicle 400 that are used to establish communication links between thevehicle 400 and one or more other vehicles in the same vehicle consist.

The vehicle 400 includes a control unit 402 that controls operations ofthe vehicle 400. The control unit 402 can include or represent one ormore hardware circuits or circuitry that include, are connected with, orthat both include and are connected with one or more processors,controllers, or other hardware logic-based devices. The control unit 402is connected with an input device 404 and an output device 406. Thecontrol unit 402 can receive manual input from an operator of thepropulsion-generating vehicle 400 through the input device 404, such asa touchscreen, keyboard, electronic mouse, microphone, or the like. Forexample, the control unit 402 can receive manually input changes to thetractive effort, braking effort, speed, power output, and the like, fromthe input device 404. The control unit 402 may receive a single instanceof an actuation of the input device 404 to initiate the establishment ofcommunication links between lead and remote vehicles in the vehicleconsist. For example, instead of having one or more operators go onboardlead and remote vehicles of a consist to establish communication linksfor the remote control of the remote vehicles by the lead vehicles, anoperator may go onboard the lead vehicle and press a single button orother input device to cause the lead vehicle to communicate linkingmessages to the remote vehicles to establish the communication links.

The control unit 402 can present information to the operator using theoutput device 406, which can represent a display screen (e.g.,touchscreen or other screen), speakers, printer, or the like. Forexample, the control unit 402 can present the identities and statuses ofthe remote vehicles 106, identities of the missing remote vehicles 106(e.g., those remote vehicles 106 from which the lead vehicle 104 has notreceived the status), contents of one or more command messages, or thelike.

The control unit 402 is connected with a propulsion subsystem 408 of thepropulsion-generating vehicle 400. The propulsion subsystem 408 providestractive effort and/or braking effort of the propulsion-generatingvehicle 400. The propulsion subsystem 408 may include or represent oneor more engines, motors, alternators, generators, brakes, batteries,turbines, and the like, that operate to propel the propulsion-generatingvehicle 400 under the manual or autonomous control that is implementedby the control unit 402. For example, the control unit 402 can generatecontrol signals autonomously or based on manual input that is used todirect operations of the propulsion subsystem 408.

The control unit 402 also is connected with a communication unit 410 anda memory 412 of the communication system in the propulsion-generatingvehicle 400. The memory 412 can represent an onboard device thatelectronically and/or magnetically stores data. For example, the memory412 may represent a computer hard drive, random access memory, read-onlymemory, dynamic random access memory, an optical drive, or the like. Thecommunication unit 410 includes or represents hardware and/or softwarethat is used to communicate with other vehicles 400 in the vehicleconsist 102. For example, the communication unit 410 may include atransceiver and associated circuitry (e.g., antennas) 414 for wirelesslycommunicating (e.g., communicating and/or receiving) linking messages,command messages, linking confirmation messages, reply messages, retrymessages, repeat messages, or the like. Optionally, the communicationunit 410 includes circuitry for communicating the messages over a wiredconnection 416, such as an electric multiple unit (eMU) line of thevehicle consist 102, catenary or third rail of electrically poweredvehicle, or another conductive pathway between or among thepropulsion-generating vehicles 104, 106, 400 in the vehicle consist 102.The control unit 402 may control the communication unit 410 byactivating the communication unit 410. The communication unit 410 canexamine the messages that are received by the vehicle 400. For example,the communication unit 410 of a remote vehicle 106 can examine receivedcommand messages to determine the directive sent by the lead vehicle104. The directive can be conveyed to the control unit 402, which thenimplements the directive by creating control signals that arecommunicated to the propulsion subsystem 408 for autonomous control orby presenting the directive to the operator on the output device 406 formanual implementation of the directive.

The memory 412 can store vehicle identifiers. In the lead vehicle 104,the memory 412 can store the vehicle identifiers of the remote vehicles106 in the same consist as the lead vehicle 104. In the remote vehicles106, the memory 412 can store the vehicle identifier of the remotevehicle 106 in which the memory 412 is located (e.g., to allow theremote vehicle 106 to communicate the vehicle identifier), the vehicleidentifier of the lead vehicle 104 (e.g., to allow the remote vehicle106 to verify that received messages are sent from the lead vehicle 104in the same consist), and/or other information.

The control unit 402 can obtain the vehicle identifiers from anothersystem, such as a vehicle control system 418, an energy managementsystem 416, or another system. The vehicle control system 418 shown inFIG. 3 can include hardware circuits or circuitry that include and/orare connected with one or more processors. The vehicle control system418 can control or limit movement of the vehicle 400 and/or the vehicleconsist that includes the vehicle 400 based on one or more limitations.For example, the vehicle control system 418 can prevent the vehicleand/or vehicle consist from entering a restricted area, can prevent thevehicle and/or vehicle consist from exiting a designated area, canprevent the vehicle and/or vehicle consist from traveling at a speedthat exceeds an upper speed limit, can prevent the vehicle and/orvehicle consist from traveling at a speed that is less than a lowerspeed limit, or the like. In one embodiment, the vehicle control system418 includes or represents a positive train control system. The vehiclecontrol system 418 may be programmed or otherwise have access to thevehicle identifiers of the vehicles included in the vehicle consist thatincludes the vehicle 400. For example, the vehicle control system 418may store right access to the vehicle identifiers so that the vehiclecontrol system 418 can determine how to control or limit control of thevehicle 400 and/or the vehicle consist that includes the vehicle 400 toprevent the vehicle 400 and/or vehicle consist from violating one ormore of the limits.

The energy management system 416 can include hardware circuits orcircuitry that include and and/or are connected with one or moreprocessors. The energy management system 416 can create a trip plans fortrips of the vehicle 400 and/or the vehicle consist that includes thevehicle 400. As described above, a trip plan may designate operationalsettings of the vehicle 400 and/or the vehicle consist as a function oftime, location, and/or distance along a route for a trip. Travelingaccording to the operational settings designated by the trip plan canreduce fuel consumed and/or emissions generated by the vehicle 400and/or the vehicle consist relative to the vehicle 400 and/or vehicleconsist traveling according to other operational settings that are notdesignated by the trip plan. The energy management system 416 may beprogrammed with or otherwise have access to the vehicle identifiers ofthe vehicles included in the vehicle consist. The identities of thevehicles in the consists may be known to energy management system 416 sothat the energy management system 416 can determine what operationalsettings to designate for a trip plan to achieve a goal of reducing fuelconsumed and/or emissions generated by the consists during the trip.

One or more of the vehicle control system 418, the energy managementsystem 416, or another system may communicate or otherwise provide thevehicle identifiers to the control unit 402 and/or the communicationunit 410. As described above, the communication unit 410 and/or thecontrol unit 402 may communicate wireless linking messages that areaddressed to the remote vehicles in the consist using the vehicleidentifiers obtained from one or more of the systems.

FIG. 4 illustrates several vehicles 302, 304 (e.g., 304A, 304B), 306,308, 310 located on neighboring routes 312 according to one example. Thevehicles 302, 304, 306, 308, 310 can represent one or more of thevehicles 104, 106, 108, 400 shown in FIGS. 1 and 3. The routes 312 maybe relatively close to one another, such as within five, ten, fifteen,twenty, twenty-five meters or another distance apart. For example, theroutes 312 may be neighboring tracks in a vehicle yard, such as a railyard. Alternatively, the routes may be another type of route and/oranother location.

The vehicles 302, 304, 306 may be grouped together in the vehicleconsist 300. For example, the vehicle 302 may represent the lead vehicle104 shown in FIG. 1, the vehicles 304A, 304B may represent remotevehicles 106 shown in FIG. 1, and the vehicle 306 may represent anon-propulsion-generating vehicle 108 shown in FIG. 1. Other vehicles308, 310 shown in FIG. 4 are not included in the vehicle consist 300.For example, vehicles 308, 310 are not grouped with the vehicles 302,304, 306 to travel with the vehicles 302, 304, 306 along a route 312.Instead, the vehicles 308, 310 may be included in another vehicleconsist or may not be included in any vehicle consist.

The communication unit 410 (shown in FIG. 3) of the lead vehicle 302 mayhave a wireless communication range 314. The range 314 indicates how farwireless messages sent from the communication unit 410 of the leadvehicle 302 may be successfully communicated to another vehicle. In theillustrated example, the vehicles 304, 306, 308 are within the wirelessrange 314 lead vehicle 302, while the vehicles 310 are outside of thewireless range 314 the lead vehicle 302. Thus, wireless messages (suchas wireless linking messages) communicated from the lead vehicle 302 maybe received by the vehicles 304, 306, 308, but not received by thevehicles 310.

Communicating the wireless linking messages from the lead vehicle 302with the vehicle identifiers of the remote vehicles 304A, 304B canprevent establishment of communication links with the vehicles 308 thatare within the wireless range 314 of the lead vehicle 302, but that arenot included in the vehicle consist 300 of the lead vehicle 302. Forexample, one or more of the vehicles 308 may receive a wireless linkingmessage the lead vehicle 302. These vehicles 308 can examine the vehicleidentifier or vehicle identifiers included in the wireless linkingmessage to determine if the vehicle identifier or identifiers in thewireless linking message matches the vehicle identifier associated withthe vehicle 308. Because the vehicle identifiers in the wireless linkingmessages do not match or otherwise correspond with the vehicles 308, thevehicles 308 may determine that the wireless linking messages are notaddressed to the vehicles 308. Thus, the vehicles 308 do not establish acommunication link with the lead vehicle and/or do not respond to thewireless linking message with a linking confirmation message sent backto lead vehicle 302. Because the vehicle identifiers included in thelinking message do match or otherwise correspond with the remotevehicles 304A, 304B, these vehicles 304A, 304B do establishcommunication link with the lead vehicle 302 and/or establish thecommunication links by responding with a linking confirmation message.

In one embodiment, a method (e.g., for communicatively linking vehiclesin a vehicle consist) includes determining a vehicle identifier for afirst remote vehicle included in a vehicle consist formed from a leadvehicle and at least the first remote vehicle, communicating a wirelesslinking message addressed to the vehicle identifier from the leadvehicle to the first remote vehicle, and establishing a communicationlink between the lead vehicle and the first remote vehicle responsive toreceipt of the wireless linking message at the first remote vehicle. Thecommunication link can be established such that movement of the firstremote vehicle is remotely controlled from the lead vehicle via thecommunication link. The communication link can be established without anoperator entering the first remote vehicle.

In one aspect, establishing the communication link can include receivinga wireless linking confirmation message from the first remote vehicle atthe lead vehicle responsive to the wireless linking message beingreceived at the first remote vehicle.

In one aspect, determining the vehicle identifier can include receivinga list of one or more unique identifying codes associated with at leastthe first remote vehicle from a vehicle control system that restrictsmovement of the vehicle consist based at least in part on a location ofthe vehicle consist.

In one aspect, the vehicle control system can include a positive traincontrol system.

In one aspect, determining the vehicle identifier can include receivinga list of one or more unique identifying codes associated with at leastthe first remote vehicle from an energy management system that creates atrip plan to control movement of the vehicle consist. The trip plan candesignate operational settings of the vehicle consist as a function ofone or more of time, location, or distance along a route.

In one aspect, the vehicle consist includes the lead vehicle, the firstremote vehicle, and at least a second remote vehicle. Determining thevehicle identifier can include determining a first unique vehicleidentifier for the first remote vehicle and at least a second uniquevehicle identifier for at least the second remote vehicle. Communicatingthe wireless linking message can include communicating a first wirelesslinking message to the first remote vehicle and communicating at least asecond wireless linking message to at least the second remote vehicle.Establishing the communication link can include establishing a firstcommunication link between the lead vehicle and the first remote vehicleand at least a second communication link between the lead vehicle and atleast the second remote vehicle.

In one aspect, the method also can include detecting a single instanceof an operator actuating an input device onboard the lead vehicle andcommunicating the first wireless linking message and the at least thesecond wireless linking message responsive to detecting the singleinstance of the operator actuating the input device.

In one aspect, communicating the wireless linking message can includebroadcasting the wireless linking message such that the first remotevehicle receives the wireless linking message and at least one otherremote vehicle that is located within a wireless communication range ofthe lead vehicle but that is not included in the vehicle consistreceives the wireless linking message. Establishing the communicationlink between the lead vehicle and the first remote vehicle can includepreventing the at least one other remote vehicle from establishing acommunication link with the lead vehicle based at least in part on thevehicle identifier.

In another embodiment, a system (e.g., a communication system) includesa control unit and a communication unit. The control unit can beconfigured to determine a vehicle identifier for a first remote vehicleincluded in a vehicle consist formed from a lead vehicle and at leastthe first remote vehicle. The communication unit can be configured tocommunicate a wireless linking message addressed to the vehicleidentifier from the lead vehicle to the first remote vehicle. Thecommunication unit also can be configured to establish a communicationlink between the lead vehicle and the first remote vehicle responsive toreceipt of the wireless linking message at the first remote vehicle. Thecontrol unit can be configured to remotely control movement of the firstremote vehicle from the lead vehicle via the communication link. Thecommunication link can be established without an operator entering thefirst remote vehicle.

In one aspect, the communication unit can be configured to receive awireless linking confirmation message from the first remote vehicle atthe lead vehicle responsive to the wireless linking message beingreceived at the first remote vehicle.

In one aspect, the control unit can be configured to determine thevehicle identifier by receiving a list of one or more unique identifyingcodes associated with at least the first remote vehicle from a vehiclecontrol system that restricts movement of the vehicle consist based atleast in part on a location of the vehicle consist.

In one aspect, the vehicle control system can include a positive traincontrol system.

In one aspect, the control unit can be configured to determine thevehicle identifier by receiving a list of one or more unique identifyingcodes associated with at least the first remote vehicle from an energymanagement system that creates a trip plan to control movement of thevehicle consist. The trip plan can designate operational settings of thevehicle consist as a function of one or more of time, location, ordistance along a route.

In one aspect, the vehicle consist can include the lead vehicle, thefirst remote vehicle, and at least a second remote vehicle. The controlunit can be configured to determine the vehicle identifier bydetermining a first unique vehicle identifier for the first remotevehicle and at least a second unique vehicle identifier for at least thesecond remote vehicle. The communication unit can be configured tocommunicate the wireless linking message by communicating a firstwireless linking message to the first remote vehicle and communicatingat least a second wireless linking message to at least the second remotevehicle. The communication unit also can be configured to establish thecommunication link by establishing a first communication link betweenthe lead vehicle and the first remote vehicle and at least a secondcommunication link between the lead vehicle and at least the secondremote vehicle.

In one aspect, the control unit can be configured to detect a singleinstance of an operator actuating an input device onboard the leadvehicle and the communication unit can be configured to communicate thefirst wireless linking message and the at least the second wirelesslinking message responsive to the control unit detecting the singleinstance of the operator actuating the input device.

In one aspect, the communication unit can be configured to communicatethe wireless linking message by broadcasting the wireless linkingmessage such that the first remote vehicle receives the wireless linkingmessage and at least one other remote vehicle that is located within awireless communication range of the communication unit but that is notincluded in the vehicle consist receives the wireless linking message.The communication unit can be configured to prevent the at least oneother remote vehicle from establishing a communication link with thelead vehicle based at least in part on the vehicle identifier.

In another embodiment, a method (e.g., for communicatively linkingvehicles in a vehicle consist) includes receiving unique vehicleidentifiers of remote vehicles included in a vehicle consist with a leadvehicle, communicating linking messages with the unique vehicleidentifiers to the remote vehicles, and responsive to the unique vehicleidentifiers in the linking messages matching the remote vehicles in thevehicle consist, establishing one or more communication links betweenthe lead vehicle and the remote vehicles to permit the lead vehicle toremotely control movement of the remote vehicles included in the vehicleconsist. The one or more communication links are established without anoperator being onboard the remote vehicles to communicate responsivemessages from the remote vehicles to the lead vehicle.

In one aspect, establishing the one or more communication links caninclude receiving one or more linking confirmation messages from theremote vehicles at the lead vehicle responsive to the linking messagesbeing received at the remote vehicles without the operator being onboardthe remote vehicles.

In one aspect, determining the vehicle identifiers can include receivinga list of one or more unique identifying codes associated with theremote vehicles from one or more of a vehicle control system thatrestricts movement of the vehicle consist based at least in part on alocation of the vehicle consist and/or an energy management system thatcreates a trip plan to control movement of the vehicle consist. The tripplan can designate operational settings of the vehicle consist as afunction of one or more of time, location, or distance along a route.

In one aspect, the method also can include detecting a single instanceof an operator actuating an input device onboard the lead vehicle andcommunicating the linking messages occurs responsive to detecting thesingle instance of the operator actuating the input device.

In another embodiment, a method (e.g., for communicatively linkingvehicles in a vehicle consist) includes determining a first uniquevehicle identifier for a first remote vehicle and a second uniquevehicle identifier for a second remote vehicle included in a vehicleconsist formed from a lead vehicle, the first remote vehicle, and thesecond remote vehicle, detecting a single instance of an operatoractuating an input device onboard the lead vehicle, communicating fromthe lead vehicle a first wireless linking message addressed to the firstunique vehicle identifier to the first remote vehicle and communicatinga second wireless linking message addressed to the second unique vehicleidentifier to the second remote vehicle responsive to detecting thesingle instance of the operator actuating the input device, establishinga first communication link between the lead vehicle and the first remotevehicle responsive to receipt of the first wireless linking message atthe first remote vehicle and a second communication link between thelead vehicle and the second remote vehicle responsive to receipt of thesecond wireless linking message at the second remote vehicle (where thecommunication link is established without an operator entering the firstremote vehicle or the second remote vehicle), and remotely controllingmovement of the first remote vehicle and the second remote vehicle fromthe lead vehicle via the first communication link and the secondcommunication link, respectively. Communicating the wireless linkingmessage can include broadcasting the first wireless linking message andthe second wireless linking message such that the first remote vehiclereceives the first wireless linking message and the second remotevehicle receives the second wireless linking message and at least oneother remote vehicle that is located within a wireless communicationrange of the lead vehicle but that is not included in the vehicleconsist receives at least one of the first wireless linking message orthe second wireless linking message. Establishing the firstcommunication link between the lead vehicle and the first remote vehicleand the second communication link between the lead vehicle and thesecond remote vehicle can include preventing the at least one otherremote vehicle from establishing a communication link with the leadvehicle based at least in part on the first unique vehicle identifier orthe second unique vehicle identifier.

Additional embodiments of the inventive subject matter are directedtoward a system, method, and a computer software code for remotelyestablishing distributed power operations of a vehicle consist, such asa train. For example, one embodiment relates to a system forestablishing distributed power operations of a vehicle consist (e.g.,such as, but not limited to, a locomotive consist) from a singlelocation in the vehicle consist. The vehicle consist may have a leadpropulsion unit (e.g., such as, but not limited to, a locomotive) and/ora remote propulsion unit, with a distributed power system on eachpropulsion unit. The system includes a communication network providingcommunications within the vehicle consist, and at least one distributedpower setup unit in communication with the propulsion units by way ofthe communication network. The distributed power setup unit has aprocessor, display, and/or an input device to allow a user to establishdistributed power operations, or the setup unit may work autonomously.In one embodiment, a method (e.g., for controllably linking propulsionunits, or propulsion units, in a vehicle consist) includes transmittinga linking signal from a first lead propulsion unit of a vehicle consistto a remote propulsion unit of the vehicle consist. The linking signalincludes a first identity of the first lead propulsion unit. The remotepropulsion unit and the first lead propulsion unit are controllablylinked with each other when the first identity of the first leadpropulsion unit in the linking signal corresponds to a designatedidentity that is stored onboard the remote propulsion unit. The remotepropulsion unit allows the first lead propulsion unit to remotelycontrol operations of the remote propulsion unit when the first leadpropulsion unit and the remote propulsion unit are controllably linked.The method also includes transmitting a de-linking signal from the firstlead propulsion unit to the remote propulsion unit when the first leadpropulsion unit is to be mechanically decoupled from the vehicleconsist. The de-linking signal includes a replacement identity of apropulsion unit other than the first lead propulsion unit that is to bemechanically coupled to the vehicle consist to replace the first leadpropulsion unit. The method further includes transmitting a replacementlinking signal from a second lead propulsion unit to the remotepropulsion unit. The replacement linking signal includes a secondidentity of the second lead propulsion unit. The remote propulsion unitand the second lead propulsion unit are controllably linked when thesecond identity of the second lead propulsion unit corresponds to thereplacement identity received at the remote propulsion unit. The remotepropulsion unit allows the second lead propulsion unit to remotelycontrol the operations of the remote propulsion unit when the secondlead propulsion unit and the remote propulsion unit are controllablylinked.

Broadly speaking, at least one technical effect of the inventive subjectmatter provides for a method, system, and computer software code forautomated set-up of a vehicle system, such as a distributed power trainor another vehicle consist. To facilitate an understanding of theembodiments of the inventive subject matter, it is described hereinafterwith reference to specific implementations thereof. Embodiments of theinventive subject matter may use program modules that may includeroutines, programs, objects, components, data structures, etc. thatperform particular tasks or implement particular abstract data types.For example, the software programs that underlie embodiments of theinventive subject matter may be coded in different languages for usewith different platforms.

Though one or more embodiments of the inventive subject matter aredisclosed below as operating with hand-held devices, other embodimentsmay be practiced with other computer system configurations, includingmultiprocessor systems, microprocessor-based or programmable consumerelectronics, minicomputers, mainframe computers, and the like.Embodiments of the inventive subject matter may also be practiced indistributed computing environments where tasks are performed by remoteprocessing devices that are linked through a communications network. Ina distributed computing environment, program modules may be in bothlocal and remote computer storage media including memory storagedevices. These local and remote computing environments may be containedentirely within the locomotive, or adjacent locomotives in consist, oroff-board in wayside or central offices where wireless communication isused.

Throughout this document the term vehicle consist is used. A vehicleconsist is a group of two or more vehicles that are mechanically coupledto travel together along a route. A vehicle consist may have one or morepropulsion-generating units (e.g., vehicles capable of generatingpropulsive force, which also are referred to as propulsion units) insuccession and connected to provide motoring and/or braking capabilityfor the vehicle consist. The propulsion units may be connected with noother vehicles or cars between the propulsion units. One example of avehicle consist is a locomotive consist that includes locomotives as thepropulsion units. Other vehicles may be used instead of or in additionto locomotives to form the vehicle consist. A vehicle consist can alsoinclude non-propulsion units, such as where two or more propulsion unitsare connected with each other by a non-propulsion unit, such as a railcar, passenger car, or other vehicle that cannot generate propulsiveforce to propel the vehicle consist. A larger vehicle consist, such as atrain, can have sub-consists. Specifically, there can be a lead consist(of propulsion units), and one or more remote consists (of propulsionunits), such as midway in a line of cars and another remote consist atthe end of the train. The vehicle consist may have a lead propulsionunit and a trail or remote propulsion unit. The terms “lead,” “trail,”and “remote” are used to indicate which of the propulsion units controloperations of other propulsion units, and which propulsion units arecontrolled by other propulsion units, regardless of locations within thevehicle consist. For example, a lead propulsion unit can control theoperations of the trail or remote propulsion units, even though the leadpropulsion unit may or may not be disposed at a front or leading end ofthe vehicle consist along a direction of travel. A vehicle consist canbe configured for distributed power operation, wherein throttle andbraking commands are relayed from the lead propulsion unit to the remotepropulsion units by a radio link or physical cable. Toward this end, theterm vehicle consist should be not be considered a limiting factor whendescribing multiple propulsion units within the same vehicle consist.

Referring now to the drawings, embodiments of the inventive subjectmatter will be described. FIG. 5 depicts an embodiment of a system forremotely setting up, linking, and testing operations of a vehicleconsist. In one embodiment, the system may set up, link, and/or testdistributed power operations of a vehicle consist such as a train. At alocation, or remote location, such as away from a vehicle consist orsystem 505, such as in a tower 507, a setup unit 510 is provided for anoperator to use. The setup unit 510 can be a unit that sets up thevehicle consist 505 for distributed power operations or for otheroperations. In another embodiment, an operator aboard a vehicle consist,such as located in a lead propulsion unit 521 of the vehicle consist505, may use the setup unit 510 to remotely setup remote propulsionunits 522 in the vehicle consist 5 for operations, such as distributedpower operations. While the propulsion units 521, 522 may be referred toas lead and remote locomotives, respectively, alternatively the units521, 522 may represent other vehicles capable of generating propulsiveforce to propel the vehicle consist 505.

FIG. 6 depicts an embodiment of a setup unit. The setup unit 510 has oneor more computers, or processors, 612 with a display 614 and operatorinput device 615, such as but not limited to a mouse and/or a keyboard.As disclosed herein, the setup unit 510 may be a hand-held device. Afirst communication interface 618 is also connected to the setup unit510. As further illustrated in FIG. 5, the first communication interface618 can communicate with a distributed power system 520 on thepropulsion units 521, 522.

At the vehicle consist 505, a second communication interface 524 isprovided to receive and send communications between the secondcommunication interface 524 and the first communication interface 618 atthe setup unit 510. The first communication interface 618 at the setupunit 510 is in communication with the distributed power system 520 sothat the setup unit 510 can receive information from the distributedpower system 520 and send commands to the distributed power system 520.Examples of the distributed power system include, but are not limited toAssignee's LOCOTROL® Locomotive System Integration (LSI) Electronics, orSystem, and/or other systems/equipment that functions with the LSIsystem.

In an example use of the inventive subject matter, an operator may usethe setup unit 510 to input such information as, but not limited to,road numbers of the lead propulsion unit 521 and all remote propulsionunits 522 within the vehicle consist 505 to be linked (or otheridentifying information), the orientation of each propulsion unit 521,522 within the vehicle consist 505 (e.g., whether the short hood or longhood of the respective propulsion unit 521, 522 is forward), and thelike. By doing so, the propulsion units will know which direction isforward since each of the propulsion units 521, 522 may have either itsrespective short hood or long hood facing the direction that the vehicleconsist 505 will move.

The setup unit 510 may transmit this information to each distributedpower generating unit 521, 522 in the vehicle consist 505, or to thelead propulsion unit 521, which in turn can communicate with the remotepropulsion units 522. In one embodiment, the on-board distributed system520 only accepts such data when the propulsion units 521, 522 are notalready linked. In another embodiment, the operator may override a priorlink of the propulsion units 521, 522 with new information.

The on-board distributed system 520 may accept the data and proceed withlinking the propulsion units 521, 522. The linking process couldcontinue through completion of a test that confirms proper linking ofthe locomotives. The complete linking process could be completed withouthuman intervention aboard any of the propulsion units 521, 522 and priorto operators physically entering the vehicle consist 505.

For example, with the LOCOTROL® LSI system, in an embodiment,information that may be provided on a display of the LSI system is alsoprovided on a display on the setup unit 510. Based on how the LSI systemfunctions, the remote propulsion units 521, 522 in a vehicle consist 505are set up first. The lead propulsion unit 521 of the vehicle consist505 is only set after all setups for the remote propulsion units 522 arecompleted. The distributed power operations can also be shutdown usingan embodiment of the inventive subject matter. As described in moredetail below with respect to FIG. 7, the lead propulsion unit 521 mayreport a status back to the setup unit 510, either confirming thelinking process was successful or reporting a failure and identifyingwhat step in the process detected the failure along with anyinformation, or data, as to what could have caused the failure.

As further illustrated in FIG. 6, the setup unit may be accessible byother remote locations 630, such as a dispatch location and/or a repairdepot. This remote location will know when the vehicle consist 505 isproperly linked. If the linking process is not completed due to afailure, this information can also be forwarded.

In an embodiment, connections between the setup unit 510 and thedistributed power system 520 may be via radio and/or any other form ofwireless communication. In another embodiment, communication may takeplace via a wired connection. Communications between the setup unit 510and the remote facility 507 may be via wireless communications and/orwired communications. For example, communications may occur using theInternet where dial-in-connections, cable modems, special high-speedIDSN lines, networks such as local area networks, wide area networks,etc. may be utilized. Furthermore, when the setup unit 510 is usedaboard the vehicle consist 505, such aboard the lead propulsion unit521, the unit 510 may be directly interfaced into the distributed powersystem 520 aboard the lead propulsion unit 521.

In addition to the parts of the setup unit 510 disclosed above, thesetup unit 510 may also have a mass storage device 632 and memory 633.The setup unit 510 may store information regarding linking processesthat are completed so that data about prior linking processes may belater communicated to a remote facility.

FIG. 7 depicts a flowchart of a method for remotely setting up, linking,and testing operations of a vehicle consist. As described above andillustrated in the flowchart 750, the method includes receiving dataremotely from a distributed power system on a propulsion unit, at 752.This data may be specific to the propulsion unit that receives the data.The data is sent remotely to the distributed power system on thepropulsion unit pertaining to distributed power settings in order toconfigure the propulsion unit for distributed power operations, at 754.A confirmation is made as to whether the propulsion unit is configuredfor distributed power operations, at 756. As described above, if thepropulsion unit 521, 522 is already configured for distributed poweroperations, the method may refuse the sent data, at 758. Additionally,data may be saved and/or transmitted regarding the establishment, orinability to establish, distributed power operations, at 760. Asdescribed above, the data may be sent back to the setup unit 510. If afailure occurs the data may include, but is not limited to, what step inthe process detected the failure including data as to what could havecaused the failure.

FIG. 8 is a schematic illustration of another embodiment of a system 800(e.g., a communication system) for controllably linking propulsion units802 in a vehicle consist or system 804. The vehicle consist includes oneor more propulsion units 802 (e.g., vehicles that generate propulsiveforce to propel the vehicle consist 804). In the illustrated embodiment,the vehicle consist includes three propulsion units 802A, 802B, 802C,but alternatively may include two propulsion units or more than threepropulsion units. The vehicle consist is shown as a train, butalternatively may represent another system of vehicles that areconnected with each other to travel together along a route 808, such asa track, road, waterway, and the like. The propulsion units mayrepresent rail vehicles that are powered to propel the vehicle consist.Alternatively, the propulsion units may represent other vehicles thatgenerate propulsive force, such as other rail vehicles, otheroff-highway vehicles, automobiles, marine vessels, and the like. Thevehicle consist includes several non-propulsion units 810, such asvehicles that do not generate propulsive force to propel the vehicleconsist. Examples of such non-propulsion units include, but are notlimited to, rail cars, passenger cars, trailers, barges, and the like.

The communication system allows for the propulsion units of the vehicleconsist to be controllably linked with each other. When the propulsionunits are controllably linked, at least one of the propulsion units(referred to herein as a lead propulsion unit) can remotely controloperations of other propulsion units (referred to herein as trail orremote propulsion units). When the propulsion units are not controllablylinked, the lead propulsion unit may not be able to control operationsof the remote propulsion units. The communication system is shown asincluding antennas of the propulsion units that wirelessly communicatewith each other, but alternatively or additionally may include one ormore wired connections, such as by using communications through one ormore cables, buses, trainlines, conductors used for communications withelectronically controlled pneumatic (ECP) brakes, conductors used forcommunications within an electric multiple unit (MU cable), and thelike.

The terms “lead” and “remote” are meant to indicate which propulsionunits control operations of other propulsion units, and does notnecessarily indicate relative locations of the propulsion units in thevehicle consist. By “remotely” control, it is meant that the operationsof the remote propulsion unit are controlled from a location that isoutside of the remote propulsion unit, although not necessarily far awayfrom the remote propulsion unit. In one embodiment, the communicationsystem controllably links the propulsion units in a distributed powersystem so that the lead propulsion unit remotely controls the tractiveefforts (e.g., propulsive forces) generated by the remote propulsionunits.

The remote propulsion units can prevent a lead propulsion unit fromremotely controlling operations of the remote propulsion units unlessthe lead propulsion unit and the remote propulsion unit are controllablylinked with each other. Several remote propulsion units (e.g.,propulsion units 802B, 802C) may be controllably linked with a singlelead propulsion unit (e.g., propulsion unit 802A). Alternatively, one ormore remote propulsion units can be controllably linked with more thanone lead propulsion unit.

In order to controllably link propulsion units with each other, such asin a distributed power system, a linking process may be performed. Thelinking process described herein is used to associate (e.g.,controllably link) a single lead propulsion unit with a single remotepropulsion unit. The process may be used, however, to controllably linkthe lead propulsion unit with several remote propulsion units.

FIGS. 9A and 9B illustrate a flowchart of one embodiment of a method orprocess 900 for controllably linking propulsion units of a vehicleconsist. The method 900 can represent the linking process that is usedto controllably link or couple a remote propulsion unit with a firstlead propulsion unit, to communicatively de-couple the remote propulsionunit from the first lead propulsion unit, and then to controllably linkthe remote propulsion unit with another, replacement lead propulsionunit. The linking of the remote propulsion unit with the replacementlead propulsion unit can be performed without requiring a human operatorto enter the remote propulsion unit after the remote propulsion unit isfirst controllably linked with the first lead propulsion unit.

At 902, a remote propulsion unit 802B (shown in FIG. 8) is mechanicallycoupled with the vehicle consist. The remote propulsion unit 802B can besequentially coupled with other propulsion units and/or non-propulsionunits.

At 904, an identity of the first lead propulsion unit 802A is providedto the remote propulsion unit 802B. For example, an operator may enterthe remote propulsion unit 802B and manually input the identity of thefirst lead propulsion unit 802A into a setup unit of the remotepropulsion unit 802B. The propulsion units may be associated with uniqueidentities that allow the remote propulsion unit 802B to differentiatebetween the different propulsion units. These identities may bealphanumeric strings, numeric strings, letter strings, or the like. Theidentity of the lead propulsion unit 802A that is provided to the remotepropulsion unit 802B is referred to herein as a designated identity, asthe identity may be designated by a person, component, device, or systemother than the lead propulsion unit 802A.

At 906, a linking signal is transmitted from the lead propulsion unit802A to the remote propulsion units. For example, a communicationinterface of the lead propulsion unit 802A may transmit or broadcastsignals to the remote propulsion units of the vehicle consist. Thelinking signal includes an identity of the lead propulsion unit 802Athat transmitted the linking signal. A communication interface onboardthe remote propulsion unit 802B may receive the linking signal andextract the identity of the lead propulsion unit 802A from the linkingsignal.

At 908, a determination is made as to whether the identity that isincluded in the received linking signal corresponds to the designatedidentity that is locally stored at the remote propulsion unit 802B. Forexample, a setup unit onboard the remote propulsion unit 802B cancompare the identity in the received linking signal with the locallystored designated identity to see if the identities both represent thesame lead propulsion unit 802A. If the identity input at the remotepropulsion unit 802B and the identity communicated in the receivedlinking signal do not both represent the same lead propulsion unit 802A,then the remote propulsion unit 802B determines that the linking signalwas sent from a propulsion unit that is not the same propulsion unitidentified by the identity provided to the remote propulsion unit 802B.As a result, flow of the method 900 proceeds to 910. If both identitiesrepresent the same lead propulsion unit 802A, then the remote propulsionunit 802B determines that the linking signal was sent from the leadpropulsion unit 802A previously identified by the operator. Thus, flowof the method 900 proceeds to 912.

At 910, the remote propulsion unit 802B does not controllably link withthe lead propulsion unit 802A that transmitted the linking signal andcommand or control signals that are sent by the lead propulsion unit802A to the remote propulsion unit 802B are ignored by the remotepropulsion unit 802B.

At 912, the remote propulsion unit 802B is controllably linked with thelead propulsion unit 802A. For example, once a setup unit onboard theremote propulsion unit 802B confirms that the lead propulsion unit 802Ais identified by both the designated identity stored onboard the remotepropulsion unit 802B and the identity sent in the linking signal, thenthe setup unit may controllably link with the lead propulsion unit 802A.The lead propulsion unit 802A may then remotely control operations ofthe remote propulsion unit 802B.

At 914, a determination is made as to whether the lead propulsion unit802A is to be removed from the vehicle consist or remain in the vehicleconsist. For example, one or more faults may occur during operation ofthe lead propulsion unit, such as faults in the communication interfaceof the lead propulsion unit. Thus, the lead propulsion unit may beunable to remotely control the remote propulsion units. If the leadpropulsion unit does not need to be decoupled from the vehicle consistand replaced with another lead propulsion unit, flow of the method 900may proceed to 916. If the lead propulsion unit does need to bedecoupled from the vehicle consist and replaced, then flow of the method900 can continue to 918.

At 916, the lead propulsion unit remotely controls operations of theremote propulsion unit 802B during movement of the vehicle consist alongthe route. For example, the lead propulsion unit 802A can direct thetractive efforts, braking efforts, and the like, that are provided bythe remote propulsion unit 802B during travel of the vehicle consist.

At 918, the lead propulsion unit is to be removed from the vehicleconsist and, as a result, transmits a de-linking signal to the remotepropulsion unit 802B. The de-linking signal may be transmitted before orafter the lead propulsion unit is removed from the vehicle consist. Thede-linking signal notifies the remote propulsion unit 802B that the leadpropulsion unit is being removed and replaced by another, replacementpropulsion unit.

FIG. 10 schematically illustrates removal of the lead propulsion unit802A from the vehicle consist 804 in accordance with one embodiment. Thelead propulsion unit can be mechanically and/or logically de-coupledfrom the vehicle consist and moved away from the vehicle consist. FIG.11 schematically illustrates coupling of a replacement lead propulsionunit 802D with the vehicle consist 804 in accordance with oneembodiment. The replacement lead propulsion unit can be mechanicallycoupled with the vehicle consist after the lead propulsion unit 802A isremoved from the vehicle consist.

Returning to the description of the method 900 shown in FIGS. 9A and 9B,the de-linking signal also can include an identity of the replacementlead propulsion unit 802D (referred to herein as a replacementidentity). An operator may input the replacement identity into a setupunit onboard the lead propulsion unit. Alternatively, the replacementidentity may be communicated to the lead propulsion unit from a remotelocation.

At 920 (shown in FIG. 9B), the identity of the replacement leadpropulsion unit is stored onboard the remote propulsion unit 802B. Forexample, the setup unit disposed onboard the remote propulsion unit 802Bcan locally store the replacement identity in an onboard memory.

At 922, the replacement lead propulsion unit is mechanically coupledwith the vehicle consist 804, as shown in FIG. 11. At 924, a linkingsignal (also referred to herein as a replacement linking signal) istransmitted from the replacement lead propulsion unit to the remotepropulsion unit 802B. Like the linking signal transmitted by theprevious lead propulsion unit 802A, the replacement linking signal mayinclude the identity of the replacement propulsion unit 802D.

At 926, a determination is made as to whether the identity that isincluded in the replacement linking signal corresponds to thereplacement identity that is locally stored at the remote propulsionunit 802B. For example, the setup unit onboard the remote propulsionunit 802B can compare the identity in the received replacement linkingsignal with the locally stored replacement identity to see if theidentities both represent the same replacement lead propulsion unit. Ifthe identities do not both represent the same replacement leadpropulsion unit, then the remote propulsion unit 802B determines thatthe replacement linking signal was sent from a propulsion unit that isnot the same propulsion unit identified by the replacement identityprovided to the remote propulsion unit 802B in the de-linking signalsent by the previous lead propulsion unit 802A. Thus, flow of the method900 proceeds to 928.

If both identities represent the same replacement lead propulsion unit802D, then the remote propulsion unit 802B determines that thereplacement linking signal was sent from the same replacement leadpropulsion unit previously identified by the de-linking signal from theprevious lead propulsion unit 802A. Thus, flow of the method 900proceeds to 930.

At 928, the remote propulsion unit 802B does not controllably link withthe replacement lead propulsion unit that transmitted the replacementlinking signal. Consequently, command or control signals that are sentby the replacement lead propulsion unit to the remote propulsion unit802B are ignored by the remote propulsion unit 802B.

At 930, the remote propulsion unit 802B is controllably linked with thereplacement lead propulsion unit 802D. For example, once a setup unitonboard the remote propulsion unit 802B confirms that the replacementlead propulsion unit is identified by both the replacement identitystored onboard the remote propulsion unit 802B and the identity sent inthe replacement linking signal, then the setup unit may controllablylink with the replacement lead propulsion unit 802D.

At 932, the replacement lead propulsion unit remotely controlsoperations of the remote propulsion unit 802B. For example, thereplacement lead propulsion unit can direct the tractive efforts,braking efforts, and the like, that are provided by the remotepropulsion unit 802B during travel of the vehicle consist.

FIG. 12 is a schematic illustration of one embodiment of a propulsionunit 1200. The propulsion unit 1200 may represent one or more of thepropulsion units 802 shown or described herein. For example, thepropulsion unit 1200 may represent the lead propulsion unit 802A, theremote propulsion unit 802B, and/or the replacement lead propulsion unit802D.

The propulsion unit 1200 includes a propulsion system 1202 thatgenerates propulsive force to propel the propulsion unit 1200. Thepropulsion system 1202 may include or represent one or more engines,alternators, generators, energy storage devices (e.g., batteries,flywheels, and the like), catenaries, shoes, traction motors, and thelike.

The propulsion system 1202 is controlled by a controller 1204. Thecontroller 1204 includes or represents one or more processors, inputdevices, output devices, and the like, that is used to controloperations of the propulsion system 1202. The controller 1204 mayreceive input from an operator disposed onboard the propulsion unit 1200to control the propulsion system 1202. Alternatively or additionally,the controller 1204 may be remotely controlled by another propulsionunit 1200. For example, if the controller 1204 is disposed onboard aremote propulsion unit that is controllably linked with a leadpropulsion unit in a distributed power system, the controller 1204 mayreceive control signals or commands from the lead propulsion unit. Thecontroller 1204 may then implement the commands from the lead propulsionunit to control operations of the propulsion system 1202.

A setup unit 1206 disposed onboard the propulsion unit 1200 may besimilar to the setup unit 510 shown in FIG. 5. As described above, thesetup unit 1206 can include or represent one or more processors, outputdevices (e.g., a display), and/or input devices. The setup unit 1206 canbe a portable, hand-held device that is capable of being moved by anaverage human being within the propulsion unit 1200 and/or outside ofthe propulsion unit 1200 without mechanical assistance to lift and carrythe setup unit 1206. Alternatively, the setup unit 1206 may be fixedwithin the propulsion unit 1200, such as by being mounted to a surfacewithin the propulsion unit 1200.

The setup unit 1206 is operably connected with a communication interface1208, which may be similar to the communication interface 518 shown inFIG. 5. The communication interface 1208 can include circuitry andassociated hardware and/or software for allowing the propulsion unit1200 to communicate with one or more other propulsion units 1200 orother locations. The communication interface 1208 includes an antenna1210 that wirelessly communicates with other propulsion units 1200.Additionally or alternatively, the communication interface 1208 can beconnected with a conductive pathway 1212 that is joined with thecommunication interface 1208 of another propulsion unit 1200. Thecommunication interfaces 1208 can communicate with each other over thisconductive pathway 1212. The conductive pathway 1212 can represent oneor more cables, buses, and the like, such as an ECP line, a trainline,an eMU line, or the like.

A memory 1214 is disposed onboard the propulsion unit 1200 and isaccessible to the controller 1204, setup unit 1206, and/or communicationinterface 1208. The memory 1214 can represent a tangible andnon-transitory computer readable storage medium, such as a computer harddrive or other volatile or non-volatile memory. The memory 1214 canstore one or more sets of instructions (e.g., software) that directs thesetup unit 1206 and/or controller 1204 to perform one or moreoperations. As described herein, the memory 1214 can be used to storeidentities of propulsion units 1200. For example, where the propulsionunit 1200 represents a remote propulsion unit 1200 (e.g., the remotepropulsion unit 802B in FIG. 8), the setup unit 1206 can be used toreceive an operator-designated identity of a first lead propulsion unitand to store the designated identity in the memory 1214. The setup unit1206 can then compare the designated identity in the memory 1214 with anidentity that is received by the communication interface 1206 via alinking signal, as described above. When a replacement identity isreceived by the communication interface 1206, the setup unit 1206 canstore the replacement identity in the memory 1214, also as describedabove.

In one embodiment, the propulsion units described herein may beinterchangeable in that one or more propulsion units may can operate aslead propulsion units and remote propulsion units. For example, a firstpropulsion unit may operate as a lead propulsion unit in a vehicleconsist to control operations of other propulsion units in the vehicleconsist during a first time period. During a different, second timeperiod (e.g., during the same or different trip of the vehicle consist),the first propulsion unit may operate as a remote propulsion unit sothat operations of the first propulsion unit are controlled by anotherpropulsion unit in the vehicle consist.

FIGS. 13 through 15 illustrate schematic diagrams of one embodiment of afirst propulsion unit 1300 (e.g., “Propulsion Unit #1”) operating indifferent modes. The first propulsion unit 1300 may represent one ormore of the propulsion units described herein. The first propulsion unit1300 includes a control unit 1302, which may represent the setup unit1206, controller 804, and/or communication interface 1206 (shown in FIG.12). The first propulsion unit 1300 also can include a memory 1500(shown in FIG. 15) similar to the memory 814 (shown in FIG. 12). Alsoshown in FIGS. 13 through 15 are second and third propulsion units 1304,1400 (e.g., “Propulsion Unit #2” and “Propulsion Unit #3,”respectively), which may represent one or more of the propulsion unitsdescribed herein. The second and third propulsion units 1304, 1400 alsocan include control units 1306, 1402 and/or memories 1310, similar tothe first propulsion unit 1300. In one embodiment, the control units1302, 1306, 1402 of the first, second, and third propulsion unit 1300,1304, 1400 may interchangeably switch between operating modes to switchwhich of the propulsion units 1300, 1304, 1400 operate as a leadpropulsion unit (e.g., that remotely controls operations of otherpropulsion units in a vehicle consist) and which of the propulsion units1300, 1304, 1400 operate as a remote propulsion unit. While thedescription herein focuses on the control unit 1302 of the firstpropulsion unit 1300 switching between different operations modes, thedescription also may apply to the control units 1306 and/or 1402 of thesecond and/or third propulsion units 1304, 1400.

FIG. 13 illustrates the control unit 1302 of the first propulsion unit1300 operating in a first mode of operation where the first propulsionunit 1300 is to controllably link with the second propulsion unit 1304to control operations of the second propulsion unit 1304. As describedabove, the control unit 1302 transmits a first linking signal 1308 tothe control unit 1306 of the second propulsion unit 1304. The firstlinking signal 1308 includes or represents an identity of the controlunit 1302 of the first propulsion unit 1300 (and/or an identity of thefirst propulsion unit 1300). The control unit 1306 compares thisidentity to a designated identity stored in the memory 1310 (or receivedfrom an operator, received from an off-board location, or the like), asdescribed above. If the received identity of the first linking signal1308 matches the designated identity, then the control unit 1302 of thefirst propulsion unit 1300 is controllably linked with the control unit1306 of the second propulsion unit 1304 to remotely control operationsof the second propulsion unit 1304.

FIG. 14 illustrates the control unit 1302 of the first propulsion unit1300 operating in a different, second mode of operation where the firstpropulsion unit 1300 de-links from the second propulsion unit 1304. Thecontrol unit 1302 transmits a first de-linking signal 1404 to thecontrol unit 1306 of the second propulsion unit 1304 when the firstpropulsion unit 1300 is to be mechanically decoupled from the vehicleconsist that includes the first and second propulsion units 1300, 1304.The first de-linking signal 1404 includes a first replacement identityof the third propulsion unit 1400 that is to be mechanically coupled tothe vehicle consist to replace the first propulsion unit 1304. Thecontrol unit 1402 of the third propulsion unit 1400 can transmit asecond linking signal 1406 to the control unit 1306 of the secondpropulsion unit 1400 that includes or represents an identity of thecontrol unit 1402 (and/or an identity of the third propulsion unit1400). As described above, the third propulsion unit 1400 can be joinedwith the vehicle consist to control the second propulsion unit 1304 ifthe first replacement identity that is received in the de-linking signal1404 matches or otherwise corresponds to the identity that iscommunicated in the linking signal 1406.

FIG. 15 illustrates the control unit 1302 of the first propulsion unit1300 operating in a different, third mode of operation where the firstpropulsion unit 1300 can operate as a remote propulsion unit. Similar toas described above, the control unit 1302 of the first propulsion unit1300 can receive a third linking signal 1502 from the control unit 1306of the second propulsion unit 1304. The control unit 1302 can compare anidentity that is communicated in the third linking signal 1502 with adesignated identity that is stored in the memory 1500 of the firstpropulsion unit 1300 (or received from an operator, received from anoff-board source, or the like). If the identities match, then thecontrol unit 1302 may be controllably linked with the control unit 1306of the second propulsion unit 1304 such that the control unit 1306 ofthe second propulsion unit 1304 remotely controls operations of thefirst propulsion unit 1300.

In the third mode, the control unit 1302 of the first propulsion unit1300 can receive a second de-linking signal 1504 from the control unit1306 of the second propulsion unit 1304. As described above, thede-linking signal 1504 may be transmitted when the second propulsionunit 1304 is to separate from the vehicle consist that includes thefirst propulsion unit 1300. The second de-linking signal 1504 caninclude a replacement identity of a control unit on another propulsionunit.

The control unit 1402 of the third propulsion unit 1500 transmits afourth linking signal 1506 to the control unit 1302 of the firstpropulsion unit 1300 when the third propulsion unit 1500 is to connectwith the vehicle consist as a lead propulsion unit. The fourth linkingsignal 1506 includes an identity of the control unit 1402 of the thirdpropulsion unit 1500 and/or an identity of the third propulsion unit1500. The control unit 1302 of the first propulsion unit 1300 comparesthe identity that is received via the fourth linking signal 1506 withthe replacement identity that is received via the de-linking signal1504. If the identities match or otherwise correspond with each other(e.g., by identifying the same control unit and/or propulsion unit),then the control unit 1302 of the first propulsion unit 1300 can becontrollably linked with the control unit 1402 of the third propulsionunit 1500 such that the control unit 1402 can remotely controloperations of the first propulsion unit 1300.

In one embodiment, a method (e.g., for controllably linking propulsionunits, or propulsion units, in a vehicle consist) includes transmittinga linking signal from a first lead propulsion unit of a vehicle consistto a remote propulsion unit of the vehicle consist. The linking signalincludes a first identity of the first lead propulsion unit. The remotepropulsion unit and the first lead propulsion unit are controllablylinked with each other when the first identity of the first leadpropulsion unit in the linking signal corresponds to a designatedidentity that is stored onboard the remote propulsion unit. The remotepropulsion unit allows the first lead propulsion unit to remotelycontrol operations of the remote propulsion unit when the first leadpropulsion unit and the remote propulsion unit are controllably linked.The method also includes transmitting a de-linking signal from the firstlead propulsion unit to the remote propulsion unit when the first leadpropulsion unit is to be mechanically decoupled from the vehicleconsist. The de-linking signal includes a replacement identity of apropulsion unit other than the first lead propulsion unit that is to bemechanically coupled to the vehicle consist to replace the first leadpropulsion unit. The method further includes transmitting a replacementlinking signal from a second lead propulsion unit to the remotepropulsion unit. The replacement linking signal includes a secondidentity of the second lead propulsion unit. The remote propulsion unitand the second lead propulsion unit are controllably linked when thesecond identity of the second lead propulsion unit corresponds to thereplacement identity received at the remote propulsion unit. The remotepropulsion unit allows the second lead propulsion unit to remotelycontrol the operations of the remote propulsion unit when the secondlead propulsion unit and the remote propulsion unit are controllablylinked.

In one aspect, the remote propulsion unit prevents the first leadpropulsion unit from remotely controlling operations of the remotepropulsion unit when the remote propulsion unit is not controllablylinked with the first lead propulsion unit.

In one aspect, the remote propulsion unit prevents the second leadpropulsion unit from remotely controlling operations of the remotepropulsion unit when the remote propulsion unit is not controllablylinked with the second lead propulsion unit.

In another aspect, transmitting the linking signal occurs when both thefirst lead propulsion unit and the remote propulsion unit aremechanically coupled with the vehicle consist.

In another aspect, the method also includes inputting the designatedidentity into a memory disposed onboard the remote propulsion unit.

In another aspect, the method further includes confirming that thesecond lead propulsion unit can control the operations of the remotepropulsion unit by comparing the second identity in the linking signalto the replacement identity that is received onboard the remotepropulsion unit, and transmitting a confirmation signal from the remotepropulsion unit to the second lead propulsion unit that confirms thatthe second lead propulsion unit can control the operations of the remotepropulsion unit.

In another aspect, at least one of transmitting the linking signal,transmitting the de-linking signal, or transmitting the replacementlinking signal occurs over a wireless connection between the remotepropulsion unit and one or more of the first lead propulsion unit or thesecond lead propulsion unit.

In another aspect, at least one of transmitting the linking signal,transmitting the de-linking signal, or transmitting the replacementlinking signal occurs over a wired connection between the remotepropulsion unit and one or more of the first lead propulsion unit or thesecond lead propulsion unit.

In another aspect, the method also includes storing the replacementidentity in a memory disposed onboard the remote propulsion unit so thatthe replacement identity in the de-linking signal can be compared to thesecond identity in the replacement linking signal when the replacementlinking signal is received.

In another aspect, the remote propulsion unit and the second leadpropulsion unit are controllably linked in a distributed power systemwhen the second identity in the replacement linking signal correspondsto the replacement identity in the de-linking signal.

In another aspect, transmitting the de-linking signal to the remotepropulsion unit notifies the remote propulsion unit that the firstpropulsion unit is to be mechanically decoupled from the vehicleconsist.

In one embodiment, method (e.g., for controllably linking a remotepropulsion unit with a lead propulsion unit in a vehicle consist)includes receiving a linking signal from a first lead propulsion unit ofa vehicle consist at a remote propulsion unit of the vehicle consist.The linking signal includes a first identity of the first leadpropulsion unit. The method also includes transmitting a firstconfirmation signal from the remote propulsion unit to the first leadpropulsion unit to controllably link the remote propulsion unit with thefirst lead propulsion unit. The first confirmation signal is transmittedwhen the first identity of the first lead propulsion unit in the linkingsignal corresponds to a designated identity that is stored onboard theremote propulsion unit. The remote propulsion unit allows the first leadpropulsion unit to remotely control operations of the remote propulsionunit when the first lead propulsion unit and the remote propulsion unitare controllably linked.

The method further includes receiving a de-linking signal from the firstlead propulsion unit at the remote propulsion unit when the first leadpropulsion unit is to be mechanically decoupled from the vehicleconsist. The de-linking signal includes a replacement identity of apropulsion unit other than the first lead propulsion unit that is to bemechanically coupled to the vehicle consist to replace the first leadpropulsion unit. The method also includes receiving a replacementlinking signal from a second lead propulsion unit at the remotepropulsion unit, the replacement linking signal including a secondidentity of the second lead propulsion unit, and transmitting a secondconfirmation signal from the remote propulsion unit to the second leadpropulsion unit to controllably link the remote propulsion unit with thesecond lead propulsion unit, the second confirmation signal transmittedwhen the second identity of the second lead propulsion unit correspondsto the replacement identity in the de-linking signal that is received atthe remote propulsion unit. The remote propulsion unit allows the secondlead propulsion unit to remotely control the operations of the remotepropulsion unit when the second lead propulsion unit and the remotepropulsion unit are controllably linked.

In another aspect, receiving the linking signal occurs when both thefirst lead propulsion unit and the remote propulsion unit aremechanically coupled with the vehicle consist.

In another aspect, the method also includes receiving the designatedidentity into a memory disposed onboard the remote propulsion unit.

In another aspect, the method also includes confirming that the secondlead propulsion unit can control the operations of the remote propulsionunit by comparing the second identity in the linking signal to thereplacement identity that is received onboard the remote propulsionunit, wherein transmitting the second confirmation signal is performedwhen the second identity corresponds to the replacement identity.

In another aspect, at least one of receiving the linking signal,receiving the de-linking signal, or receiving the replacement linkingsignal occurs over a wireless connection between the remote propulsionunit and one or more of the first lead propulsion unit or the secondlead propulsion unit.

In another aspect, at least one of receiving the linking signal,receiving the de-linking signal, or receiving the replacement linkingsignal occurs over a wired connection between the remote propulsion unitand one or more of the first lead propulsion unit or the second leadpropulsion unit.

In another aspect, the method further includes storing the replacementidentity in a memory disposed onboard the remote propulsion unit so thatthe replacement identity can be compared to the second identity in thereplacement linking signal when the replacement linking signal isreceived.

In another aspect, the remote propulsion unit and the second leadpropulsion unit are controllably linked in a distributed power systemwhen the second identity in the replacement linking signal correspondsto the replacement identity in the de-linking signal.

In another aspect, the de-linking signal notifies the remote propulsionunit that the first propulsion unit is to be mechanically decoupled fromthe vehicle consist.

In one embodiment, a method (e.g., for de-linking a lead propulsion unitfrom a remote propulsion unit in a vehicle consist) includes, in thevehicle consist having plural propulsion units configured to propel thevehicle consist, transmitting a linking signal from a lead propulsionunit of the propulsion units to a remote propulsion unit of thepropulsion units, the linking signal including a first identity of thelead propulsion unit. The method also includes controllably linking theremote propulsion unit with the lead propulsion unit when the firstidentity of the lead propulsion unit in the linking signal correspondsto a designated identity that is stored onboard the remote propulsionunit. The remote propulsion unit allows the lead propulsion unit toremotely control operations of the remote propulsion unit when the leadpropulsion unit and the remote propulsion unit are controllably linked.The method further includes transmitting a de-linking signal from thelead propulsion unit to the remote propulsion unit when the leadpropulsion unit is to be mechanically decoupled from the vehicleconsist. The de-linking signal includes a replacement identity of apropulsion unit other than the lead propulsion unit that is to bemechanically coupled to the vehicle consist to replace the leadpropulsion unit. The replacement identity is transmitted to the remotepropulsion unit to permit the remote propulsion unit to verify which ofthe propulsion units in the vehicle consist can remotely controloperations of the remote propulsion unit.

In another aspect, the de-linking signal notifies the remote propulsionunit that the first propulsion unit is to be mechanically decoupled fromthe vehicle consist.

In another aspect, the propulsion units of the vehicle consist arecontrollably linked with each other in a distributed power system whenthe remote propulsion unit verifies that the lead propulsion unit cancontrol operations of the remote propulsion unit.

In another aspect, transmitting the de-linking signal occurs over awireless connection between the remote propulsion unit and the leadpropulsion unit.

In another aspect, transmitting the de-linking signal occurs over awired connection between the remote propulsion unit and the leadpropulsion unit.

In another aspect, at least one of the propulsion units other than thelead propulsion unit can control the operations of the remote propulsionunit only when the replacement identity that is transmitted in thede-linking signal corresponds to a second identity of the at least oneof the propulsion units.

In one embodiment, a system (e.g., a communication system of a vehicleconsist) includes first, second, and third communication interfaces anda setup device. The first communication interface is configured to bedisposed onboard a first lead propulsion unit of a vehicle consist. Thefirst communication interface is configured to transmit a linking signalfrom the first lead propulsion unit to a remote propulsion unit of thevehicle consist. The linking signal includes a first identity of thefirst lead propulsion unit. The second communication interface isconfigured to be disposed onboard the remote propulsion unit and toreceive the linking signal from the first lead propulsion unit. Thesetup unit is configured to be disposed onboard the remote propulsionunit and to direct the second communication interface to controllablylink with the first communication interface of the first lead propulsionunit when the first identity of the first lead propulsion unit in thelinking signal corresponds to a designated identity that is storedonboard the remote propulsion unit.

The setup unit allows the remote propulsion unit to be remotelycontrolled by the first lead propulsion unit when the first and secondcommunication interfaces are controllably linked. The firstcommunication interface is configured to transmit a de-linking signalfrom the first lead propulsion unit to the remote propulsion unit whenthe first lead propulsion unit is to be mechanically decoupled from thevehicle consist. The de-linking signal includes a replacement identityof a propulsion unit other than the first lead propulsion unit that isto be mechanically coupled to the vehicle consist to replace the firstlead propulsion unit.

The third communication interface is configured to be disposed onboard asecond lead propulsion unit of the vehicle consist. The thirdcommunication interface is configured to transmit a replacement linkingsignal to the remote propulsion unit that includes a second identity ofthe second lead propulsion unit. The setup unit is configured tocontrollably link the remote propulsion unit with the second leadpropulsion unit when the second identity of the second lead propulsionunit corresponds to the replacement identity in the de-linking signalthat is received at the remote propulsion unit. The setup unit also isconfigured to allow the second lead propulsion unit to remotely controloperations of the remote propulsion unit when the second lead propulsionunit and the remote propulsion unit are controllably linked.

In another aspect, the first communication interface is configured totransmit the linking signal when both the first lead propulsion unit andthe remote propulsion unit are mechanically coupled with the vehicleconsist.

In another aspect, the system also includes a memory configured to bedisposed onboard the remote propulsion unit and to store the designatedidentity.

In another aspect, the setup unit is configured to confirm that thesecond lead propulsion unit can control the operations of the remotepropulsion unit by comparing the second identity in the linking signalto the replacement identity that is received onboard the remotepropulsion unit. The second communication interface can be configured totransmit a confirmation signal from the remote propulsion unit to thesecond lead propulsion unit that confirms that the second leadpropulsion unit can control the operations of the remote propulsionunit.

In another aspect, at least one of the first communication interface,the second communication interface, or the third communication interfaceis configured to communicate the linking signal, the de-linking signal,or the replacement linking signal over a wireless connection between theremote propulsion unit and one or more of the first lead propulsion unitor the second lead propulsion unit.

In another aspect, at least one of the first communication interface,the second communication interface, or the third communication interfaceis configured to communicate the linking signal, the de-linking signal,or the replacement linking signal over a wired connection between theremote propulsion unit and one or more of the first lead propulsion unitor the second lead propulsion unit.

In another aspect, the setup unit is configured to store the replacementidentity in a memory disposed onboard the remote propulsion unit so thatthe replacement identity in the de-linking signal can be compared to thesecond identity in the replacement linking signal when the replacementlinking signal is received.

In another aspect, the setup unit controllably links the remotepropulsion unit and the second lead propulsion unit in a distributedpower system when the second identity in the replacement linking signalcorresponds to the replacement identity in the de-linking signal.

In another aspect, the first communication unit is configured totransmit the de-linking signal to the remote propulsion unit to notifythe remote propulsion unit that the first propulsion unit is to bemechanically decoupled from the vehicle consist.

In one embodiment, a system (e.g., a communication system of a remotepropulsion unit in a vehicle consist) includes a communication interfaceand a setup unit. The communication interface is configured to bedisposed onboard a remote propulsion unit of a vehicle consist and toreceive a linking signal from a first lead propulsion unit of thevehicle consist that includes a first identity of the first leadpropulsion unit. The setup unit is configured to be disposed onboard theremote propulsion unit and to controllably link the remote propulsionunit with the first lead propulsion unit when the first identity of thefirst lead propulsion unit in the linking signal corresponds to adesignated identity that is stored onboard the remote propulsion unit.The setup unit is configured to allow the first lead propulsion unit toremotely control operations of the remote propulsion unit when the firstlead propulsion unit and the remote propulsion unit are controllablylinked. In one aspect, the setup unit can prevent the first leadpropulsion unit from remotely controlling operations of the remotepropulsion unit when the remote propulsion unit is not controllablylinked with the first lead propulsion unit.

The communication interface is configured to receive a de-linking signalfrom the first lead propulsion unit when the first lead propulsion unitis to be mechanically decoupled from the vehicle consist. The de-linkingsignal includes a replacement identity of a propulsion unit other thanthe first lead propulsion unit that is to be mechanically coupled to thevehicle consist to replace the first lead propulsion unit. Thecommunication interface also is configured to receive a replacementlinking signal from a second lead propulsion unit at the remotepropulsion unit, the replacement linking signal including a secondidentity of the second lead propulsion unit. The setup unit is furtherconfigured to allow the remote propulsion unit to be controlled by thesecond lead propulsion unit when the second identity of the second leadpropulsion unit corresponds to the replacement identity in thede-linking signal that is received at the remote propulsion unit.

In another aspect, the communication unit is configured to receive thelinking signal when both the first lead propulsion unit and the remotepropulsion unit are mechanically coupled with the vehicle consist.

In another aspect, the system also includes a memory configured to bedisposed onboard the remote propulsion unit and to store the designatedidentity.

In another aspect, the setup unit is configured to confirm that thesecond lead propulsion unit can control the operations of the remotepropulsion unit by comparing the second identity in the linking signalto the replacement identity that is received onboard the remotepropulsion unit.

In another aspect, the remote propulsion unit and the second leadpropulsion unit are controllably linked in a distributed power system bythe setup unit when the second identity in the replacement linkingsignal corresponds to the replacement identity in the de-linking signal.

In one embodiment, a system (e.g., a communication system of a leadpropulsion unit in a vehicle consist) includes a communication interfacethat is configured to be disposed onboard the lead propulsion unit ofthe vehicle consist having plural propulsion units configured to propelthe vehicle consist. The communication interface is configured totransmit transmitting a linking signal to a remote propulsion unit ofthe propulsion units, the linking signal including a first identity ofthe lead propulsion unit. A setup unit that is onboard the remotepropulsion unit controllably links the remote propulsion unit with thelead propulsion unit when the first identity of the lead propulsion unitin the linking signal corresponds to a designated identity that isstored onboard the remote propulsion unit. The remote propulsion unitallows the lead propulsion unit to remotely control operations of theremote propulsion unit when the lead propulsion unit and the remotepropulsion unit are controllably linked.

The communication interface also is configured to transmit a de-linkingsignal to the remote propulsion unit when the lead propulsion unit is tobe mechanically decoupled from the vehicle consist. The de-linkingsignal including a replacement identity of a propulsion unit other thanthe lead propulsion unit that is to be mechanically coupled to thevehicle consist to replace the lead propulsion unit. The replacementidentity is transmitted to the remote propulsion unit to permit theremote propulsion unit to verify which of the propulsion units in thevehicle consist can remotely control operations of the remote propulsionunit.

In another aspect, the de-linking signal notifies the remote propulsionunit that the first propulsion unit is to be mechanically decoupled fromthe vehicle consist.

In another aspect, the propulsion units of the vehicle consist arecontrollably linked with each other in a distributed power system.

In one embodiment, a method (e.g., for controllably linking propulsionunits, or propulsion units, in a vehicle consist) includes transmittinga linking signal from a first lead propulsion unit of a vehicle consistto a remote propulsion unit of the vehicle consist. The linking signalincludes a first identity of the first lead propulsion unit. The remotepropulsion unit and the first lead propulsion unit are controllablylinked with each other when the first identity of the first leadpropulsion unit in the linking signal corresponds to a designatedidentity that is stored onboard the remote propulsion unit. The remotepropulsion unit allows the first lead propulsion unit to remotelycontrol operations of the remote propulsion unit when the first leadpropulsion unit and the remote propulsion unit are controllably linked.The method also includes transmitting a de-linking signal from the firstlead propulsion unit to the remote propulsion unit when the first leadpropulsion unit is to be mechanically decoupled from the vehicleconsist. The de-linking signal includes a replacement identity of apropulsion unit other than the first lead propulsion unit that is to bemechanically coupled to the vehicle consist to replace the first leadpropulsion unit. The method further includes transmitting a replacementlinking signal from a second lead propulsion unit to the remotepropulsion unit. The replacement linking signal includes a secondidentity of the second lead propulsion unit. The remote propulsion unitand the second lead propulsion unit are controllably linked when thesecond identity of the second lead propulsion unit corresponds to thereplacement identity received at the remote propulsion unit. The remotepropulsion unit allows the second lead propulsion unit to remotelycontrol the operations of the remote propulsion unit when the secondlead propulsion unit and the remote propulsion unit are controllablylinked.

In one aspect, the remote propulsion unit prevents the first leadpropulsion unit from remotely controlling operations of the remotepropulsion unit when the remote propulsion unit is not controllablylinked with the first lead propulsion unit.

In one aspect, the remote propulsion unit prevents the second leadpropulsion unit from remotely controlling operations of the remotepropulsion unit when the remote propulsion unit is not controllablylinked with the second lead propulsion unit.

In another aspect, transmitting the linking signal occurs when both thefirst lead propulsion unit and the remote propulsion unit aremechanically coupled with the vehicle consist.

In another aspect, the method also includes inputting the designatedidentity into a memory disposed onboard the remote propulsion unit.

In another aspect, the method further includes confirming that thesecond lead propulsion unit can control the operations of the remotepropulsion unit by comparing the second identity in the linking signalto the replacement identity that is received onboard the remotepropulsion unit, and transmitting a confirmation signal from the remotepropulsion unit to the second lead propulsion unit that confirms thatthe second lead propulsion unit can control the operations of the remotepropulsion unit.

In another aspect, at least one of transmitting the linking signal,transmitting the de-linking signal, or transmitting the replacementlinking signal occurs over a wireless connection between the remotepropulsion unit and one or more of the first lead propulsion unit or thesecond lead propulsion unit.

In another aspect, at least one of transmitting the linking signal,transmitting the de-linking signal, or transmitting the replacementlinking signal occurs over a wired connection between the remotepropulsion unit and one or more of the first lead propulsion unit or thesecond lead propulsion unit.

In another aspect, the method also includes storing the replacementidentity in a memory disposed onboard the remote propulsion unit so thatthe replacement identity in the de-linking signal can be compared to thesecond identity in the replacement linking signal when the replacementlinking signal is received.

In another aspect, the remote propulsion unit and the second leadpropulsion unit are controllably linked in a distributed power systemwhen the second identity in the replacement linking signal correspondsto the replacement identity in the de-linking signal.

In another aspect, transmitting the de-linking signal to the remotepropulsion unit notifies the remote propulsion unit that the firstpropulsion unit is to be mechanically decoupled from the vehicleconsist.

In one embodiment, method (e.g., for controllably linking a remotepropulsion unit with a lead propulsion unit in a vehicle consist)includes receiving a linking signal from a first lead propulsion unit ofa vehicle consist at a remote propulsion unit of the vehicle consist.The linking signal includes a first identity of the first leadpropulsion unit. The method also includes transmitting a firstconfirmation signal from the remote propulsion unit to the first leadpropulsion unit to controllably link the remote propulsion unit with thefirst lead propulsion unit. The first confirmation signal is transmittedwhen the first identity of the first lead propulsion unit in the linkingsignal corresponds to a designated identity that is stored onboard theremote propulsion unit. The remote propulsion unit allows the first leadpropulsion unit to remotely control operations of the remote propulsionunit when the first lead propulsion unit and the remote propulsion unitare controllably linked.

The method further includes receiving a de-linking signal from the firstlead propulsion unit at the remote propulsion unit when the first leadpropulsion unit is to be mechanically decoupled from the vehicleconsist. The de-linking signal includes a replacement identity of apropulsion unit other than the first lead propulsion unit that is to bemechanically coupled to the vehicle consist to replace the first leadpropulsion unit. The method also includes receiving a replacementlinking signal from a second lead propulsion unit at the remotepropulsion unit, the replacement linking signal including a secondidentity of the second lead propulsion unit, and transmitting a secondconfirmation signal from the remote propulsion unit to the second leadpropulsion unit to controllably link the remote propulsion unit with thesecond lead propulsion unit, the second confirmation signal transmittedwhen the second identity of the second lead propulsion unit correspondsto the replacement identity in the de-linking signal that is received atthe remote propulsion unit. The remote propulsion unit allows the secondlead propulsion unit to remotely control the operations of the remotepropulsion unit when the second lead propulsion unit and the remotepropulsion unit are controllably linked.

In another aspect, receiving the linking signal occurs when both thefirst lead propulsion unit and the remote propulsion unit aremechanically coupled with the vehicle consist.

In another aspect, the method also includes receiving the designatedidentity into a memory disposed onboard the remote propulsion unit.

In another aspect, the method also includes confirming that the secondlead propulsion unit can control the operations of the remote propulsionunit by comparing the second identity in the linking signal to thereplacement identity that is received onboard the remote propulsionunit, wherein transmitting the second confirmation signal is performedwhen the second identity corresponds to the replacement identity.

In another aspect, at least one of receiving the linking signal,receiving the de-linking signal, or receiving the replacement linkingsignal occurs over a wireless connection between the remote propulsionunit and one or more of the first lead propulsion unit or the secondlead propulsion unit.

In another aspect, at least one of receiving the linking signal,receiving the de-linking signal, or receiving the replacement linkingsignal occurs over a wired connection between the remote propulsion unitand one or more of the first lead propulsion unit or the second leadpropulsion unit.

In another aspect, the method further includes storing the replacementidentity in a memory disposed onboard the remote propulsion unit so thatthe replacement identity can be compared to the second identity in thereplacement linking signal when the replacement linking signal isreceived.

In another aspect, the remote propulsion unit and the second leadpropulsion unit are controllably linked in a distributed power systemwhen the second identity in the replacement linking signal correspondsto the replacement identity in the de-linking signal.

In another aspect, the de-linking signal notifies the remote propulsionunit that the first propulsion unit is to be mechanically decoupled fromthe vehicle consist.

In one embodiment, a method (e.g., for de-linking a lead propulsion unitfrom a remote propulsion unit in a vehicle consist) includes, in thevehicle consist having plural propulsion units configured to propel thevehicle consist, transmitting a linking signal from a lead propulsionunit of the propulsion units to a remote propulsion unit of thepropulsion units, the linking signal including a first identity of thelead propulsion unit. The method also includes controllably linking theremote propulsion unit with the lead propulsion unit when the firstidentity of the lead propulsion unit in the linking signal correspondsto a designated identity that is stored onboard the remote propulsionunit. The remote propulsion unit allows the lead propulsion unit toremotely control operations of the remote propulsion unit when the leadpropulsion unit and the remote propulsion unit are controllably linked.The method further includes transmitting a de-linking signal from thelead propulsion unit to the remote propulsion unit when the leadpropulsion unit is to be mechanically decoupled from the vehicleconsist. The de-linking signal includes a replacement identity of apropulsion unit other than the lead propulsion unit that is to bemechanically coupled to the vehicle consist to replace the leadpropulsion unit. The replacement identity is transmitted to the remotepropulsion unit to permit the remote propulsion unit to verify which ofthe propulsion units in the vehicle consist can remotely controloperations of the remote propulsion unit.

In another aspect, the de-linking signal notifies the remote propulsionunit that the first propulsion unit is to be mechanically decoupled fromthe vehicle consist.

In another aspect, the propulsion units of the vehicle consist arecontrollably linked with each other in a distributed power system.

In another aspect, transmitting the de-linking signal occurs over awireless connection between the remote propulsion unit and the leadpropulsion unit.

In another aspect, transmitting the de-linking signal occurs over awired connection between the remote propulsion unit and the leadpropulsion unit.

In another aspect, at least one of the propulsion units other than thelead propulsion unit can control the operations of the remote propulsionunit only when the replacement identity that is transmitted in thede-linking signal corresponds to a second identity of the at least oneof the propulsion units.

In one embodiment, a system (e.g., a communication system of a vehicleconsist) includes first, second, and third communication interfaces anda setup device. The first communication interface is configured to bedisposed onboard a first lead propulsion unit of a vehicle consist. Thefirst communication interface is configured to transmit a linking signalfrom the first lead propulsion unit to a remote propulsion unit of thevehicle consist. The linking signal includes a first identity of thefirst lead propulsion unit. The second communication interface isconfigured to be disposed onboard the remote propulsion unit and toreceive the linking signal from the first lead propulsion unit. Thesetup unit is configured to be disposed onboard the remote propulsionunit and to direct the second communication interface to controllablylink with the first communication interface of the first lead propulsionunit when the first identity of the first lead propulsion unit in thelinking signal corresponds to a designated identity that is storedonboard the remote propulsion unit.

The setup unit allows the remote propulsion unit to be remotelycontrolled by the first lead propulsion unit when the first and secondcommunication interfaces are controllably linked. The firstcommunication interface is configured to transmit a de-linking signalfrom the first lead propulsion unit to the remote propulsion unit whenthe first lead propulsion unit is to be mechanically decoupled from thevehicle consist. The de-linking signal includes a replacement identityof a propulsion unit other than the first lead propulsion unit that isto be mechanically coupled to the vehicle consist to replace the firstlead propulsion unit.

The third communication interface is configured to be disposed onboard asecond lead propulsion unit of the vehicle consist. The thirdcommunication interface is configured to transmit a replacement linkingsignal to the remote propulsion unit that includes a second identity ofthe second lead propulsion unit. The setup unit is configured tocontrollably link the remote propulsion unit with the second leadpropulsion unit when the second identity of the second lead propulsionunit corresponds to the replacement identity in the de-linking signalthat is received at the remote propulsion unit. The setup unit also isconfigured to allow the second lead propulsion unit to remotely controloperations of the remote propulsion unit when the second lead propulsionunit and the remote propulsion unit are controllably linked.

In another aspect, the first communication interface is configured totransmit the linking signal when both the first lead propulsion unit andthe remote propulsion unit are mechanically coupled with the vehicleconsist.

In another aspect, the system also includes a memory configured to bedisposed onboard the remote propulsion unit and to store the designatedidentity.

In another aspect, the setup unit is configured to confirm that thesecond lead propulsion unit can control the operations of the remotepropulsion unit by comparing the second identity in the linking signalto the replacement identity that is received onboard the remotepropulsion unit. The second communication interface can be configured totransmit a confirmation signal from the remote propulsion unit to thesecond lead propulsion unit that confirms that the second leadpropulsion unit can control the operations of the remote propulsionunit.

In another aspect, at least one of the first communication interface,the second communication interface, or the third communication interfaceis configured to communicate the linking signal, the de-linking signal,or the replacement linking signal over a wireless connection between theremote propulsion unit and one or more of the first lead propulsion unitor the second lead propulsion unit.

In another aspect, at least one of the first communication interface,the second communication interface, or the third communication interfaceis configured to communicate the linking signal, the de-linking signal,or the replacement linking signal over a wired connection between theremote propulsion unit and one or more of the first lead propulsion unitor the second lead propulsion unit.

In another aspect, the setup unit is configured to store the replacementidentity in a memory disposed onboard the remote propulsion unit so thatthe replacement identity in the de-linking signal can be compared to thesecond identity in the replacement linking signal when the replacementlinking signal is received.

In another aspect, the setup unit controllably links the remotepropulsion unit and the second lead propulsion unit in a distributedpower system when the second identity in the replacement linking signalcorresponds to the replacement identity in the de-linking signal.

In another aspect, the first communication unit is configured totransmit the de-linking signal to the remote propulsion unit to notifythe remote propulsion unit that the first propulsion unit is to bemechanically decoupled from the vehicle consist.

In one embodiment, a system (e.g., a communication system of a remotepropulsion unit in a vehicle consist) includes a communication interfaceand a setup unit. The communication interface is configured to bedisposed onboard a remote propulsion unit of a vehicle consist and toreceive a linking signal from a first lead propulsion unit of thevehicle consist that includes a first identity of the first leadpropulsion unit. The setup unit is configured to be disposed onboard theremote propulsion unit and to controllably link the remote propulsionunit with the first lead propulsion unit when the first identity of thefirst lead propulsion unit in the linking signal corresponds to adesignated identity that is stored onboard the remote propulsion unit.The setup unit allows the first lead propulsion unit to remotely controloperations of the remote propulsion unit when the first lead propulsionunit and the remote propulsion unit are controllably linked. In oneaspect, the setup unit can prevent the first lead propulsion unit fromremotely controlling operations of the remote propulsion unit when theremote propulsion unit is not controllably linked with the first leadpropulsion unit.

The communication interface is configured to receive a de-linking signalfrom the first lead propulsion unit when the first lead propulsion unitis to be mechanically decoupled from the vehicle consist. The de-linkingsignal includes a replacement identity of a propulsion unit other thanthe first lead propulsion unit that is to be mechanically coupled to thevehicle consist to replace the first lead propulsion unit. Thecommunication interface also is configured to receive a replacementlinking signal from a second lead propulsion unit at the remotepropulsion unit, the replacement linking signal including a secondidentity of the second lead propulsion unit. The setup unit is furtherconfigured to allow the remote propulsion unit to be controlled by thesecond lead propulsion unit when the second identity of the second leadpropulsion unit corresponds to the replacement identity in thede-linking signal that is received at the remote propulsion unit.

In another aspect, the communication unit is configured to receive thelinking signal when both the first lead propulsion unit and the remotepropulsion unit are mechanically coupled with the vehicle consist.

In another aspect, the system also includes a memory configured to bedisposed onboard the remote propulsion unit and to store the designatedidentity.

In another aspect, the setup unit is configured to confirm that thesecond lead propulsion unit can control the operations of the remotepropulsion unit by comparing the second identity in the linking signalto the replacement identity that is received onboard the remotepropulsion unit.

In another aspect, the remote propulsion unit and the second leadpropulsion unit are controllably linked in a distributed power system bythe setup unit when the second identity in the replacement linkingsignal corresponds to the replacement identity in the de-linking signal.

In one embodiment, a system (e.g., a communication system of a leadpropulsion unit in a vehicle consist) includes a communication interfacethat is configured to be disposed onboard the lead propulsion unit ofthe vehicle consist having plural propulsion units configured to propelthe vehicle consist. The communication interface is configured totransmit transmitting a linking signal to a remote propulsion unit ofthe propulsion units, the linking signal including a first identity ofthe lead propulsion unit. A setup unit that is onboard the remotepropulsion unit controllably links the remote propulsion unit with thelead propulsion unit when the first identity of the lead propulsion unitin the linking signal corresponds to a designated identity that isstored onboard the remote propulsion unit. The remote propulsion unitallows the lead propulsion unit to remotely control operations of theremote propulsion unit when the lead propulsion unit and the remotepropulsion unit are controllably linked.

The communication interface also is configured to transmit a de-linkingsignal to the remote propulsion unit when the lead propulsion unit is tobe mechanically decoupled from the vehicle consist. The de-linkingsignal including a replacement identity of a propulsion unit other thanthe lead propulsion unit that is to be mechanically coupled to thevehicle consist to replace the lead propulsion unit. The replacementidentity is transmitted to the remote propulsion unit to permit theremote propulsion unit to verify which of the propulsion units in thevehicle consist can remotely control operations of the remote propulsionunit.

In another aspect, the de-linking signal notifies the remote propulsionunit that the first propulsion unit is to be mechanically decoupled fromthe vehicle consist.

In another aspect, the propulsion units of the vehicle consist arecontrollably linked with each other in a distributed power system.

In another embodiment, a system (e.g., for controllably linkingpropulsion units) includes a control unit having a first communicationinterface and a first setup unit operably coupled with the firstcommunication interface. The control unit is configured to be disposedonboard a first propulsion unit of a vehicle consist. The control unitis configured to operate in at least a first mode of operation, adifferent, second mode of operation, and a different, third mode ofoperation. When in the first mode of operation, the control unit isconfigured to transmit a first linking signal to a second propulsionunit in the vehicle consist. The first linking signal includes a firstidentity of the first propulsion unit for the first propulsion unit tocontrol the second propulsion unit if the first identity corresponds toa first designated identity that is stored onboard the second propulsionunit. When in the second mode of operation, the control unit isconfigured to transmit a first de-linking signal to the secondpropulsion unit when the first propulsion unit is to be mechanicallydecoupled from the vehicle consist. The first de-linking signal includesa first replacement identity of a third propulsion unit that is to bemechanically coupled to the vehicle consist to replace the firstpropulsion unit, for the third propulsion unit to control the secondpropulsion unit if a second identity received by the second propulsionunit from the third propulsion unit in a second linking signal matchesthe first replacement identity. When in the third mode of operation, thecontrol unit is configured to receive a third linking signal from thesecond propulsion unit, a second de-linking signal from the secondpropulsion unit, or a fourth linking signal from the third propulsionunit. When in the third mode of operation, the control unit also isconfigured to allow the second propulsion unit to control the firstpropulsion unit if a third identity in the third linking signalcorresponds to a second designated identity stored onboard the firstpropulsion unit, or to allow the third propulsion unit to control thefirst propulsion unit if a fourth identity in the fourth linking signalcorresponds to a second replacement identity received in the secondde-linking signal from the second propulsion unit.

One or more embodiments of the inventive subject matter described hereinprovides for methods and systems for establishing communication linksbetween propulsion-generating vehicles in a vehicle system that includestwo or more of the propulsion-generating vehicles coupled with eachother. For example, embodiments of the inventive subject matter may beused in connection with rail vehicles and rail vehicle consists, orother types of vehicles. In one aspect, remote propulsion-generatingvehicles are configured to receive a wireless link command message fromone or more lead propulsion-generating vehicles, as long as the linkcommand message includes a remote vehicle identifier (e.g., a roadnumber), or the identifier and name of the remote vehicle. The linkcommand message optionally can include the orientation of the remotevehicle relative to the lead vehicle, such as facing the same directionor facing opposite directions. The lead vehicle can send (e.g.,broadcast) a link command message that includes the remote vehicleidentifiers of one or more remote vehicles that are to be included inthe same vehicle consist as the lead vehicle. Optionally, this linkcommand message can include the name of the vehicle consist and/or theorientation of the remote vehicle relative to the lead vehicle. Each ofthe remote vehicles that receive the link command message can examinethe link command message to determine if the link command messageincludes a remote vehicle identifier that matches the identifier of theremote vehicle and/or a consist name that matches a designated consistname stored at the remote vehicle. If the identifiers and/or consistnames match, then the remote vehicle may establish a communication linkwith the lead vehicle. For example, the remote vehicle may communicate alink reply message to the lead vehicle (to confirm receipt of the linkcommand message) and begin accepting command messages from the leadvehicle that cause the remote vehicle to change operational settings(e.g., throttle settings, brake settings, etc.) where, prior toestablishing the communication link, the remote vehicle would not acceptand operate according to such command messages. The remote vehicleoptionally may take the orientation included in the link command messageand use this orientation to determine how to operate according to thecommand messages received from the lead vehicle.

In another embodiment, the remote vehicles may each be configured tostore a lead vehicle identifier onboard the remote vehicles. Thisidentifier can represent which of several different lead vehicles thatthe remote vehicle can receive command messages from and operateaccording to. The lead vehicle may then send (e.g., broadcast) a linkcommand message that includes the lead vehicle identifier. This messagemay not include the consist name and/or the identifiers of the remotevehicles. Alternatively, the message may include the consist name and/orthe identifier of one or more of the remote vehicles. Upon receipt ofthe command link message at the remote vehicles, the remote vehicles cancommunicate link reply messages to the lead vehicle to establishcommunication links with the lead vehicle. Establishing thecommunication links between the lead and remote vehicles according toone or more embodiments descried herein can reduce the amount of timeneeded to prepare the consist for travel by eliminating some travel ofan operator to the remote vehicles to set the remote vehicles up fordistributed power operations. Additionally, human error in setting upthe vehicles can be reduced by reducing the number of times the operatorhas to input identifiers, consist names, or the like.

FIG. 16 is a schematic view of one embodiment of a communication system1600 of a vehicle consist or vehicle system 1602. The illustratedvehicle consist 1602 includes propulsion-generating vehicles 1604, 1606(e.g., vehicles 1604, 1606A, 1606B, 1606C) and non-propulsion-generatingvehicles 1608 (e.g., vehicles 1608A, 1608B) mechanically coupled witheach other. The propulsion-generating vehicles are capable ofself-propulsion while the non-propulsion-generating vehicles are notcapable of self-propulsion. The propulsion-generating vehicles 1604,1606 are shown as locomotives, the non-propulsion-generating vehicles1608 are shown as rail cars, and the vehicle consist 1602 is shown as atrain in the illustrated embodiment. Alternatively, the vehicles 1604,1606 may represent other vehicles, such as automobiles, marine vessels,or the like, and the vehicle consist 1602 can represent a grouping orcoupling of these other vehicles. In one embodiment, the vehicles 1604,1606 may not be mechanically coupled with each other. For example, thevehicles 1604, 1606 may be separate from each other, but may communicatewith each other to coordinate operations of the vehicles 1604, 1606. Forexample, the vehicle 1604 may wirelessly communicate operational commandmessages to the vehicles 1606 that remotely control or directoperational settings of the vehicles 1606 so that the vehicles 1604,1606 can remain designated distances from each other or otherwise traveltogether. The number and arrangement of the vehicles 1604, 1606 in thevehicle consist 1602 are provided as one example and are not intended aslimitations on all embodiments of the inventive subject matter describedherein.

The vehicles 1604, 1606 can be arranged in a distributed power (DP)arrangement. For example, the vehicles 1604, 1606 can include a leadvehicle 1604 that issues command messages to the other vehicles 1606A,1606B, 1606C which are referred to herein as remote vehicles. Thedesignations “lead” and “remote” are not intended to denote spatiallocations of the vehicles 1604, 1606 in the vehicle consist 1602, butinstead are used to indicate which vehicle 1604, 1606 is communicating(e.g., transmitting, broadcasting, or a combination of transmitting andbroadcasting) operational command messages and which vehicles 1604, 1606are being remotely controlled using the operational command messages.For example, the lead vehicle 1604 may or may not be disposed at thefront end of the vehicle consist 1602 (e.g., along a direction of travelof the vehicle consist 1602). Additionally, the remote vehicles 1606A-Cneed not be separated from the lead vehicle 1604. For example, a remotevehicle 1606A-C may be directly coupled with the lead vehicle 1604 ormay be separated from the lead vehicle 1604 by one or more other remotevehicles 1606A-C and/or vehicles 1608.

The operational command messages may include directives that directoperations of the remote vehicles. These directives can includepropulsion commands that direct propulsion subsystems of the remotevehicles to move at a designated speed and/or power level, brakecommands that direct the remote vehicles to apply brakes at a designatedlevel, and/or other commands. The lead vehicle 1604 issues the commandmessages to coordinate the tractive efforts and/or braking effortsprovided by the vehicles 1604, 1606 to propel the vehicle consist 1602along a route 1610, such as a track, road, waterway, or the like.

The operational command messages can be communicated using thecommunication system 1600, as described below. In one embodiment, theoperational command messages are wirelessly communicated using thecommunication system 1600. Prior to communicating the operationalcommand messages, the vehicles 1604, 1606 may need to be communicativelycoupled with each other. For example, one or more communication linksmay need to be established between the vehicles 1604, 1606 before thevehicles 1606 will operate according to the operational commandmessages. A communication link may be established between the leadvehicle 1604 and the remote vehicle 1606 responsive to a link commandmessage being communicated between the vehicles 1604, 1606 thatcorrectly identifies the other of the vehicles 1604, 1606 (e.g., themessage identifies the vehicle 1604, 1606 that is sending the messageand/or the vehicle 1604, 1606 that is receiving the message) and thevehicle 1604, 1606 that receives the link command message communicatinga reply link message to confirm receipt of the link command message.

The messages can identify the vehicles 1604, 1606 by a vehicleidentifier. The vehicle identifier can represent a unique numeric and/oralphanumeric sequence or code that distinguishes one vehicle 1604, 1606from other vehicles 1604, 1606. Alternatively, a vehicle identifier mayidentify two or more vehicles 1604, 1606 differently from one or moreother vehicles 1604, 1606. For example, a vehicle identifier canrepresent a type of vehicle, a group of vehicles, or the like.

Optionally, the messages may identify vehicles 1604, 1606 by a consistname. A consist name can represent a unique numeric and/or alphanumericsequence or code that distinguishes one vehicle consist 1602 from othervehicle consists 1602. For example, in a vehicle yard such as a railyard, several vehicle consists 1602 may be relatively close to eachother such that the vehicles 1604, 1606 in the different vehicleconsists 1602 can wirelessly communicate with each other. To prevent thevehicles 1604, 1606 in one vehicle consist 1602 from mistakenlycommunicating with a vehicle 1604, 1606 in another vehicle consist 1602(e.g., such as by operating according to operational command messagesfrom another vehicle consist 1602), the messages optionally may includea consist name to identify which vehicle consist 1602 that the messagesare associated with.

FIG. 17 illustrates a flowchart of one embodiment of a method 1700 forcommunicatively coupling vehicles 1604, 1606 in the vehicle consistshown in FIG. 16. The method 1700 may be used to establish communicationlinks between the vehicles 1604, 1606 so that the lead vehicle 1604 cancoordinate tractive efforts and/or braking efforts provided by thevehicles 1606. For example, the method 1700 may be used to set up thevehicles 1604, 1606 to operate in a distributed power (DP) mode. Themethod 1700 can be used to establish the communication links between thevehicles 1604, 1606 without an operator having to travel to and/or boardthe remote vehicles 1606.

At 1702, one or more link command messages are communicated to theremote vehicles 1606. The link command message(s) may be broadcast fromthe lead vehicle 1604 to the remote vehicles 1606. Alternatively, thelink command message(s) may be communicated from another source, such asa tower, a dispatch center, a remote control device (e.g., an operatorcontrol unit), or the like. The link command message(s) can bewirelessly transmitted and/or broadcast. Prior to communicating the linkcommand message(s), the vehicles 1604, 1606 may not be communicativelycoupled. For example, the vehicles 1606 may not be set up to operateaccording to operational command messages received from the lead vehicle1604.

The link command message(s) include a vehicle identifier of one or moreof the remote vehicles 1606. For example, the link command message(s)can include unique identifiers of the plural remote vehicles 1606 thatare to be included in the vehicle consist 1602. Alternatively, each ofthe link command messages can include a single vehicle identifier of asingle remote vehicle 1606 that is to be included in the vehicle consist1602. Several link command messages may be sent with each link commandmessage identifying another remote vehicle 1606 so that several remotevehicles 1606.

In one embodiment, the link command message(s) can include a vehicleconsist identifier. For example, the link command message(s) can includethe vehicle identifiers of the remote consists 1606 that are to becommunicatively linked with the lead vehicle 1604 and the vehicleconsist identifier of the vehicle consist 1602 that will include thevehicles 1604, 1606. Alternatively, the link command message(s) mayinclude the vehicle consist identifier and not the vehicle identifiersof the remote vehicles 1606.

At 1704, the link command message(s) are received at the remote vehicles1606. In one aspect, the link command message(s) may be received by theremote vehicles 1606 that are to be included in the vehicle consist 1602and one or more other remote vehicles that are not to be included in thevehicle consist 1602. For example, due to the close proximity betweenseveral vehicle consists 1602, the remote vehicles 1606 in one or moreother vehicle consists may receive the link command message(s) for thevehicle consist 1602 shown in FIG. 16. Thus, both the remote vehicles1606 in the vehicle consist 1602 and the remote vehicles 1606 that arenot in the vehicle consist 1602 may wirelessly receive the link commandmessage(s). Alternatively, the link command message may only be receivedby the remote vehicles 1606 that are in the vehicle consist 1602.

At 1706, the link command message is examined to determine if the linkcommand message includes correct identifying information. For example,in response to receiving the link command message at a remote vehicle1606, the remote vehicle 1606 can parse the link command message todetermine if the link command message includes one or more types ofidentifying information that identifies the remote vehicle 1606 and/orthe vehicle consist 1602. The vehicle identifiers and/or consistidentifiers can be stored onboard the remote vehicles 1606, such as inmemories, control units, or the like, of the remote vehicles 1606.

If the link command message includes the correct identifyinginformation, then the remote vehicle 1606 can determine that the remotevehicle 1606 can communicatively link with the lead vehicle 1604 toreceive operational command messages from the lead vehicle 1604. Thus,flow of the method 1700 can proceed to 1708. On the other hand, if thelink command message does not include the correct identifyinginformation, then the remote vehicle 1606 can determine that the remotevehicle 1606 cannot communicatively link with the lead vehicle 1604 toreceive operational command messages from the lead vehicle 1604. Thus,flow of the method 1700 can proceed to 1716. The determination performedat 1706 can be performed onboard each of the remote vehicles 1606without an operator being onboard the remote vehicles 1606.

In one aspect, the identifying information in the link command messageis correct when the link command message includes the vehicle identifierof the remote vehicle 1606 and the consist identifier stored onboard theremote vehicle 1606. For example, if the link command message includesone or more vehicle identifiers, and at least one of the vehicleidentifiers matches or otherwise corresponds to the vehicle identifierof the remote vehicle 1606 that received the link command message, thenthe link command message includes the correct vehicle identifier forthat remote vehicle 1606. If the link command message includes a consistidentifier that matches or otherwise corresponds to a consist identifierstored onboard the remote vehicle 1606, then the link command messageincludes the correct consist identifier for that remote vehicle 1606. Ifeither the vehicle identifier or the consist identifier in the linkcommand message does not match or otherwise correspond to the vehicleidentifier of the remote vehicle 1606 or the consist identifier storedonboard the remote vehicle 1606 that receives the link command message,then the identifying information in the link command message is notcorrect. Alternatively, the identifying information may be correct ifthe link command message includes the vehicle identifier of the remotevehicle 1606. For example, the link command message may not include theconsist identifier of the vehicle consist 1602.

The link command message optionally can include an orientationidentification of the remote vehicle 1606. The orientationidentification indicates the orientation of the remote vehicle 1606relative to the lead vehicle 1604. For example, the vehicles 1604, 1606may be facing different directions, which can be referred to as “shorthood forward,” “long hood forward,” forward, backward, or the like.Depending on whether the remote vehicle 1606 that is to becommunicatively linked with the lead vehicle 1604 is facing the same oropposite direction of the lead vehicle 1604, operational settings thatare communicated to the remote vehicle 1606 by operational commandmessages from the lead vehicle 1604 may be implemented differently. Forexample, the direction in which the remote vehicle 1606 is to rotatewheels of the remote vehicle 1606 may change based on whether the remotevehicle 1606 is facing the same or opposite direction of the leadvehicle 1604 to avoid stretching or compressing the vehicle consist1602. The link command message can include the orientation of the remotevehicle 1606 relative to the lead vehicle 1602 so that an operator doesnot need to travel to the remote vehicle 1606 and manually provide thisinformation onboard the remote vehicle 1606.

At 1708, a communication link between the remote vehicle 1606 and thelead vehicle 1604 is established. As described above, because the linkcommand message includes the correct identifying information, the remotevehicle 1606 that received and examined the identifying information canbe communicatively linked with the lead vehicle 1604 to be remotelycontrolled by the lead vehicle 1604 without an operator having to travelto and go onboard the remote vehicle 1606. The examination of the linkcommand message and the establishment of the communication link at 1706and 1708 can be performed for each of the remote vehicles 1606 (or atleast one or more of the remote vehicles 1606) that is included in thevehicle consist 1602.

At 1710, the remote vehicle 1606 that is communicatively linked with thelead vehicle 1604 operates according to operational command messagescommunicated from the lead vehicle 1604. For example, the lead vehicle1604 may broadcast operational command messages that include operationalsettings (e.g., throttle settings, brake settings, or the like) for theremote vehicles 1606 in the vehicle consist 1602. The operationalcommand messages may be received by remote vehicles 1606 that areincluded in the vehicle consist 1602 and by other remote vehicles thatare not included in the vehicle consist 1602. The remote vehicles 1606that are in the vehicle consist 1602 are communicatively linked with thelead vehicle 1604 and use the operational settings in the receivedoperational command messages to control movement of the remote vehicles1606. The remote vehicles that are not in the vehicle consist 1602 arenot communicatively linked with the lead vehicle 1604 and disregard theoperational command messages.

In one embodiment, an operator onboard the lead vehicle 1604 mayinitiate a test message to verify that the remote vehicles 1606 arecommunicatively linked with the lead vehicle 1604 prior to the leadvehicle 1604 remotely controlling movement of the remote vehicles 1606.For example, the lead vehicle 1604 may reduce fluid pressure in a brakesystem of the vehicle system (e.g., reduce the air pressure in an airbrake pipe). This reduction in fluid can propagate through one or moreconduits to the brake pipes in the remote vehicles 1606. The remotevehicles 1606 can communicate the reduction in pressure in the brakepipes and/or the rate at which fluid (e.g., air) is flowing through thebrake pipes to the lead vehicle 1604. The lead vehicle 1604 can use thecommunicated reduction in pressure and/or airflow from the remotevehicles 1606 as confirmation that the remote vehicles 1606 arecommunicatively linked with the lead vehicle 1604. If no such reductionin pressure and/or airflow from a remote vehicle 1606 is received at thelead vehicle 1604, then the lead vehicle 1604 can determine that theremote vehicle 1606 is not communicatively linked with the lead vehicle1604. Alternatively, the test message may be initiated automatically(e.g., without operator action). For example, following an attemptedlinking of the lead and remote vehicles, the control unit 1502 and/orcommunication unit 1510 can automatically direct the brake system toreduce the fluid pressure as the test message.

Returning to the description of the determination made at 1706, if thelink command message does not include the correct identifyinginformation, then flow of the method 1700 proceeds to 1716. At 1716, acommunication link is not established between the remote vehicle (thatreceived the link command message having the incorrect identifyinginformation) and the lead vehicle 1604. For example, because the remotevehicle is not in the vehicle consist 1602, the remote vehicle may havea different vehicle identifier and/or consist identifier that does notmatch the identifying information in the link command message. Thus, theremote vehicle 1606 is not communicatively linked with the lead vehicle1604.

At 1714, the remote vehicle disregards operational command messagesreceived from the lead vehicle 1604. For example, because the linkcommand message did not include identifying information thatcorresponded to the remote vehicle, the remote vehicle disregardsoperational command messages received from the lead vehicle 1604.

As described herein, the method 1700 may be used to establishcommunication links between the vehicles 1604, 1606 in the vehicleconsist 1602 without an operator having to travel to and board theremote vehicles 1606. In another embodiment, however, the vehicles 1604,1606 can be communicatively linked with a process that involves theoperator traveling to the remote vehicles 1606. The method 1700 can savetime in setting up the vehicle consist 1602 by potentially eliminatingthe need for an operator to travel to and board the remote vehicles 1606to set up the remote vehicles 1606 for DP operations. Additionally, themethod 1700 can reduce human error by reducing the number of times thatthe operator has to enter the identifying information into controlunits, memories, or the like, of the vehicles 1604, 1606. Human error ofthis type can result in communication link failures and additional timerequired to diagnose the failures and then to properly set up thevehicles 1604, 1606.

FIG. 18 illustrates a flowchart of another embodiment of a method 1800for communicatively coupling vehicles 1604, 1606 in the vehicle consist1602 shown in FIG. 16. The method 1800 may be used to establishcommunication links between the vehicles 1604, 1606 so that the leadvehicle 1604 can coordinate tractive efforts and/or braking effortsprovided by the vehicles 1606. For example, the method 1800 may be usedto set up the vehicles 1604, 1606 to operate in the DP mode.

At 1802, a vehicle identifier of the lead vehicle 1604 is provided toone or more (or all) of the remote vehicles 1606. For example, anoperator can travel to and go onboard the remote vehicles 1606 and inputthe vehicle identifier of the lead vehicle 1604 into control units,memories, or the like, of the remote vehicles 1606. The remote vehicles1606 can store the vehicle identifier in the onboard memories, controlunits, or the like. Alternatively, the vehicle identifier of the leadvehicle 1604 may be communicated to the remote vehicles 1606, such as bycommunicating the vehicle identifier via, over, through, or otherwiseusing one or more conductive pathways that connect the lead vehicle 1604and the remote vehicles 1606 (e.g., a multiple unit cable, train line,brake line, or other cable or bus) or wirelessly communicating thevehicle identifier. The vehicle identifier of the lead vehicle 1604 thatis provided to the remote vehicle 1606 can be referred to as a storedvehicle identifier, a designated vehicle identifier, a lead vehicleidentifier, or the like. Optionally, the vehicle identifier may beautomatically communicated to the remote vehicles 1606, such as by thecontrol unit and/or communication unit sending the vehicle identifierswithout any action on the part of the operator.

At 1804, a link command message is communicated to the remote vehicles1606. The link command message may be broadcast from the lead vehicle1604 to the remote vehicles 1606. Alternatively, the link commandmessage may be communicated from another source, such as a tower, adispatch center, a remote control device (e.g., an operator controlunit), or the like. The link command message can be wirelesslytransmitted and/or broadcast. Prior to communicating the link commandmessage, the vehicles 1604, 1606 may not be communicatively coupled. Forexample, the vehicles 1606 may not be set up to operate according tooperational command messages received from the lead vehicle 1604. Thelink command message includes the vehicle identifier of the lead vehicle1604. For example, in contrast to the link command message communicatedat 1702 in the flowchart of the method 1700 shown in FIG. 17, the linkcommand message that is communicated to the remote vehicles 1606 at 1404may include the vehicle identifier of the lead vehicle 1604, but not ofthe remote vehicles 1606.

At 1806, the link command message is received at the remote vehicles1606. As described above, the link command message may be received bythe remote vehicles 1606 that are to be included in the vehicle consist1602 and one or more other remote vehicles that are not to be includedin the vehicle consist 1602.

At 1808, the link command message is examined to determine if the linkcommand message includes correct identifying information. For example,in response to receiving the link command message at a remote vehicle1606, the remote vehicle 1606 can parse the link command message todetermine if the link command message includes the vehicle identifier ofthe lead vehicle 1604. The vehicle identifier that is included in and/orreceived at the remote vehicle 1606 via the link command message may bereferred to as a received vehicle identifier.

The remote vehicle 1606 can compare the received vehicle identifier fromthe link command message with the stored vehicle identifier thatpreviously was provided to the remote vehicle 1606 at 1802. If thereceived vehicle identifier and the stored vehicle identifier representthe same lead vehicle 1604, then the remote vehicle 1606 can determinethat the remote vehicle 1606 can communicatively link with the leadvehicle 1604 to receive operational command messages from the leadvehicle 1604. As a result, flow of the method 1800 can proceed to 1810.On the other hand, if the received vehicle identifier does not match thestored vehicle identifier, then the remote vehicle 1606 can determinethat the remote vehicle 1606 cannot communicatively link with the leadvehicle 1604 to receive operational command messages from the leadvehicle 1604. Thus, flow of the method 1800 can proceed to 1814. Thedetermination performed at 1808 can be performed onboard each of theremote vehicles 1606 without an operator being onboard the remotevehicles 1606. For example, after the stored vehicle identifier isprovided to the remote vehicles 1606, the operator can return to thelead vehicle 1604 to cause the lead vehicle 1604 to communicate the linkcommand message while the operator remains onboard the lead vehicle 1604and/or does not go back onboard one or more of the remote vehicles 1606.

At 1810, a communication link between the remote vehicle 1606 and thelead vehicle 1604 is established. The examination of the link commandmessage and the establishment of the communication link at 1808 and 1810can be performed for each of the remote vehicles 1606 (or at least oneor more of the remote vehicles 1606) that is included in the vehicleconsist 1602. At 1416, the remote vehicle 1606 that is communicativelylinked with the lead vehicle 1604 operates according to operationalcommand messages communicated from the lead vehicle 1604. For example,the lead vehicle 1604 may broadcast operational command messages thatinclude operational settings (e.g., throttle settings, brake settings,or the like) for the remote vehicles 1606 in the vehicle consist 1602.The operational command messages may be received by remote vehicles 1606that are included in the vehicle consist 1602 and by other remotevehicles that are not included in the vehicle consist 1602. The remotevehicles 1606 that are in the vehicle consist 1602 are communicativelylinked with the lead vehicle 1604 and use the operational settings inthe received operational command messages to control movement of theremote vehicles 1606. The remote vehicles that are not in the vehicleconsist 1602 are not communicatively linked with the lead vehicle 1604and disregard the operational command messages.

In one embodiment, an operator onboard the lead vehicle 1604 mayinitiate a test message to verify that the remote vehicles 1606 arecommunicatively linked with the lead vehicle 1604 prior to the leadvehicle 1604 remotely controlling movement of the remote vehicles 1606.For example, the lead vehicle 1604 may reduce fluid pressure in a brakesystem of the vehicle system (e.g., reduce the air pressure in an airbrake pipe). This reduction in fluid can propagate through one or moreconduits to the brake pipes in the remote vehicles 1606. The remotevehicles 1606 can communicate the reduction in pressure in the brakepipes and/or the rate at which fluid (e.g., air) is flowing through thebrake pipes to the lead vehicle 1604. The lead vehicle 1604 can use thecommunicated reduction in pressure and/or airflow from the remotevehicles 1606 as confirmation that the remote vehicles 1606 arecommunicatively linked with the lead vehicle 1604. If no such reductionin pressure and/or airflow from a remote vehicle 1606 is received at thelead vehicle 1604, then the lead vehicle 1604 can determine that theremote vehicle 1606 is not communicatively linked with the lead vehicle1604. Alternatively, the test message may be initiated automatically, asdescribed herein.

Returning to the description of the determination made at 1808, if thereceived vehicle identifier and the stored vehicle identifier do notrepresent the lead vehicle 1604 (e.g., if the received vehicleidentifier does not match or otherwise correspond with the storedvehicle identifier), then flow of the method 1800 proceeds to 1814. At1814, a communication link is not established between the remote vehicle(that received the link command message having the received vehicleidentifier that does not match or otherwise correspond with the storedvehicle identifier) and the lead vehicle 1604. For example, because theremote vehicle is not in the vehicle consist 1602, the remote vehiclemay have a different stored vehicle identifier than the vehicleidentifier in the link command message. As a result, the remote vehicle1606 is not communicatively linked with the lead vehicle 1604.

At 1816, the remote vehicle disregards operational command messagesreceived from the lead vehicle 1604. For example, because the linkcommand message did not include the vehicle identifier that matches thestored vehicle identifier, the remote vehicle disregards operationalcommand messages received from the lead vehicle 1604.

As described herein, the method 1800 can reduce human error by reducingthe number of times that the operator has to enter the identifyinginformation into control units, memories, or the like, of the vehicles1604, 1606. Human error of this type can result in communication linkfailures and additional time required to diagnose the failures and thento properly set up the vehicles 1604, 1606.

FIG. 19 is a schematic diagram of a propulsion-generating vehicle 1900in accordance with one embodiment. The vehicle 1900 may represent one ormore of the vehicles 1604, 1606 shown in FIG. 16. The vehicle 1900includes a communication system that includes a control unit 1902 thatcontrols operations of the vehicle 1900. The control unit 1902 caninclude or represent one or more hardware circuits or circuitry thatinclude, are connected with, or that both include and are connected withone or more processors, controllers, or other hardware logic-baseddevices. The control unit 1902 is connected with an input device 1904and an output device 1906. The control unit 1902 can receive manualinput from an operator of the powered vehicle 1900 through the inputdevice 1904, such as a touchscreen, keyboard, electronic mouse,microphone, or the like. For example, the control unit 1902 can receivemanually input changes to the tractive effort, braking effort, speed,power output, and the like, from the input device 1904. The control unit1902 can present information to the operator using the output device1906, which can represent a display screen (e.g., touchscreen or otherscreen), speakers, printer, or the like. The control unit 1902 can beused by an operator to input information into the vehicle 1900, such asidentifying information (e.g., stored vehicle identifiers, consistidentifiers, orientations, or the like).

The control unit 1902 can compare identifying information received via alink command message with identifying information stored onboard thevehicle 1900 (e.g., in a memory 1912 described below). For example, in aremote vehicle 1606, the control unit 1902 can compare a vehicleidentifier received in a link command message with the vehicleidentifier of the remote vehicle 1606 to determine if the remote vehicle1606 can communicatively link with the lead vehicle 1606. As anotherexample, the control unit 1902 can compare a consist identifier receivedin a link command message with the consist identifier stored in theremote vehicle 1606 to determine if the remote vehicle 1606 cancommunicatively link with the lead vehicle 1606. As another example, thecontrol unit 1902 can compare a vehicle identifier received in a linkcommand message with the stored vehicle identifier of the lead vehicle1606 that is stored onboard the remote vehicle 1606 to determine if theremote vehicle 1606 can communicatively link with the lead vehicle 1606.

If the identifying information matches the information stored onboardthe remote vehicle (as described above), the control unit 1902 canestablish a communication link with the lead vehicle 1606. For example,the control unit 1902 can begin receiving and operating according tooperational command messages received from the lead vehicle 1604 via thecommunication unit 1910.

The control unit 1902 is connected with a propulsion subsystem 1908 ofthe powered vehicle 1900. The propulsion subsystem 1908 providestractive effort and/or braking effort of the powered vehicle 1900. Thepropulsion subsystem 1908 may include or represent one or more engines,motors, alternators, generators, brakes, batteries, turbines, and thelike, that operate to propel the powered vehicle 1900 under the manualor autonomous control that is implemented by the control unit 1900. Forexample, the control unit 1900 can generate control messagesautonomously or based on manual input that is used to direct operationsof the propulsion subsystem 1908.

The control unit 1902 also is connected with the communication unit 1910and the memory 1912 of the communication system in the powered vehicle1900. The memory 1912 can represent an onboard device thatelectronically and/or magnetically stores data. For example, the memory1912 may represent a computer hard drive, random access memory,read-only memory, dynamic random access memory, an optical drive, or thelike.

The communication unit 1910 includes or represents hardware and/orsoftware that is used to communicate with other vehicles 1900 in thevehicle consist 1602. For example, the communication unit 1910 mayinclude a transceiver 1914 and associated circuitry for wirelesslycommunicating (e.g., communicating and/or receiving) command messagesdescribed above. Additionally or alternatively, the communication unit1910 include circuitry for communicating messages over a wiredconnection 1916, such as a multiple unit (eMU) line of the vehicleconsist 1602 or another conductive pathway between or among the poweredvehicles 1604, 1606, 1900 in the vehicle consist 1602. The control unit1902 may control the communication unit 1910 by activating thecommunication unit 1910 (as described above). The communication unit1910 can examine the messages that are received by the powered unit 1900as described above. For example, the communication unit 1910 of a remotevehicle 1606 can examine received command messages to determine thedirective sent by the lead vehicle 1604. The directive can be conveyedto the control unit 1902, which then implements the directive bycreating control messages that are communicated to the propulsionsubsystem 1908 for autonomous control or by presenting the directive tothe operator on the output device 1906 for manual implementation of thedirective. The communication unit 1910 can examine received messagessent by other vehicles 1604, 1606 to determine the identifyinginformation in the messages. The communication unit 1910 can store thereceived vehicle identifiers and other information and statuses in thememory 1912.

In one embodiment, a method (e.g., for establishing a communication linkbetween vehicles) includes receiving a link command message at a firstremote vehicle in a vehicle consist having a lead vehicle and at leastthe first remote vehicle. The link command message can includeidentifying information representative of at least one of a designatedvehicle consist and/or one or more designated remote vehicles. Themethod also can include comparing, onboard the first remote vehicle, theidentifying information of the link command message with one or more ofa stored consist identifier or a stored vehicle identifier storedonboard the first remote vehicle and establishing a communication linkbetween the lead vehicle and the first remote vehicle responsive to theidentifying information of the link command message matching the one ormore of the stored consist identifier or the stored vehicle identifier.

In one aspect, the identifying information can include one or more of aunique vehicle identifier of the first remote vehicle or a uniqueconsist identifier of the vehicle consist.

In one aspect, the identifying information in the link command messagecan include both the vehicle identifier and the consist identifier. Thecommunication link can be established responsive to both the vehicleidentifier in the link command message matching the stored vehicleidentifier and the consist identifier matching the stored consistidentifier.

In one aspect, the method also can include controlling movement of thefirst remote vehicle based on an operational command message received atthe first remote vehicle from the lead vehicle over the communicationlink that is established where, prior to establishing the communicationlink, the first remote vehicle disregards the operational commandmessage received from the lead vehicle.

In one aspect, the link command message also can include an orientationidentification of the first remote vehicle relative to the lead vehicle.

In one aspect, the vehicle consist can include the lead vehicle and theat least the first remote vehicle mechanically separate from each otherduring remote control of movement of the at least the first remotevehicle by the lead vehicle.

In one aspect, the link command message can be communicated from thelead vehicle.

In another embodiment, a system (e.g., a communication system) includesa remote communication unit and a control unit. The remote communicationunit can be configured to receive a link command message at a firstremote vehicle in a vehicle consist having a lead vehicle and at leastthe first remote vehicle. The link command message can includeidentifying information representative of at least one of a designatedvehicle consist and/or one or more designated remote vehicles. Thecontrol unit can be configured to be disposed onboard the first remotevehicle and to compare the identifying information of the link commandmessage with one or more of a stored consist identifier and/or a storedvehicle identifier stored onboard the first remote vehicle. The controlunit also can be configured to establish a communication link betweenthe lead vehicle and the first remote vehicle responsive to theidentifying information of the link command message matching the one ormore of the stored consist identifier or the stored vehicle identifier.

In one aspect, the identifying information can include one or more of aunique vehicle identifier of the first remote vehicle or a uniqueconsist identifier of the vehicle consist.

In one aspect, the identifying information in the link command messagecan include both the vehicle identifier and the consist identifier. Thecontrol unit can be configured to establish the communication linkresponsive to both the vehicle identifier in the link command messagematching the stored vehicle identifier and the consist identifiermatching the stored consist identifier.

In one aspect, the control unit can be configured to control movement ofthe first remote vehicle based on an operational command messagereceived at the first remote vehicle from the lead vehicle over thecommunication link. Prior to establishing the communication link, thecontrol unit can disregard the operational command message received fromthe lead vehicle.

In one aspect, the link command message also can include an orientationidentification of the first remote vehicle relative to the lead vehicle.

In one aspect, the vehicle consist can include the lead vehicle and theat least the first remote vehicle mechanically separate from each otherduring remote control of movement of the at least the first remote bythe lead vehicle.

In one aspect, the communication unit can be configured to receive thelink command message from the lead vehicle.

In another embodiment, a system (e.g., a communication system) includesa control unit and a remote communication unit. The control unit can beconfigured to be disposed onboard a remote vehicle in a vehicle consisthaving a first lead vehicle and at least the remote vehicle. The controlunit also can be configured to obtain a lead vehicle identifierrepresentative of the first lead vehicle. The remote communication unitcan be configured to be disposed onboard the remote vehicle and toreceive a link command message that includes identifying informationrepresentative of a designated lead vehicle. The control unit can beconfigured to compare the identifying information of the link commandmessage with the lead vehicle identifier and to establish acommunication link between the first lead vehicle and the remote vehicleresponsive to the identifying information of the link command messagematching the lead vehicle identifier.

In one aspect, the lead vehicle identifier can be a unique vehicleidentifier of the first lead vehicle.

In one aspect, the control unit can be configured to control movement ofthe remote vehicle based on an operational command message received atthe remote vehicle from the first lead vehicle over the communicationlink that is established. Prior to establishing the communication link,the control unit can be configured to disregard the operational commandmessage received from the first lead vehicle.

In one aspect, the link command message also can include an orientationidentification of the remote vehicle relative to the first lead vehicle.

In one aspect, the vehicle consist can include the first lead vehicleand the at least the remote vehicle mechanically coupled with eachother.

In another embodiment, a system (e.g., a communication system) includesa communication unit and a control unit. The communication unit can beconfigured to be disposed on one of onboard a lead vehicle of a vehicleconsist having the lead vehicle and plural remote vehicles or off-boardthe vehicle consist. The control unit can be configured to be disposedon said one of onboard the lead vehicle or off-board the vehicle consistand to control the communication unit to transmit plural link commandmessages to the plural remote vehicles. Each of the link commandmessages can include identifying information representative of at leastone of a designated vehicle consist and/or one or more designated remotevehicles. The control unit also can be configured to automaticallyestablish one or more communication links with the remote vehiclesresponsive to the identifying information in the link command messagesmatching one or more of a stored consist identifier and/or a storedvehicle identifier stored onboard the remote vehicles.

Additional embodiments of the subject matter described herein relate todetermining the order of vehicles in a system, for example, autonomouslydetermining the order of propulsion-generating units in a vehicleconsist.

One or more embodiments of the inventive subject matter described hereinrelate to methods and systems for communicating data in a vehiclesystem. The vehicle system may include a plurality of vehicles that aremechanically coupled or linked together (directly or indirectly) andcommunicatively coupled to each other. Each of the vehicles may have acorresponding vehicle network. One or more characteristics of messagessent between particular vehicles of the vehicle system may be measuredor otherwise identified and used to determine distance information forvarious vehicle pairs throughout the consist (e.g., informationcorresponding to distance between two vehicles). The distanceinformation may then be used to determine the order of the vehiclesalong a length of the consist.

Multiple unit (MU) cable connections between powered rail vehicles maycarry signals for throttle, dynamic brake, direction, and the like.Particular vehicles may include identification numbers or labels thatmay be used to communicate specific individual messages to acorresponding desired vehicle. However, such communication systems maynot include ordering information identifying the position of theparticular vehicle within a consist. For example, a message may becommunicated for receipt by a particular target vehicle (e.g., byoverlaying a digital MU path over one or more wires of a MU cable, suchas Ethernet over MU (eMU)) that provides for messages to be specific fora given vehicle.

A vehicle system may include one or more powered vehicles (or poweredunits) and one or more non-powered vehicles (or non-powered units). Incertain embodiments, the vehicle system is a rail vehicle system thatincludes one or more locomotives and, optionally, one or more rail cars.In other embodiments, however, the vehicle system may include non-railtype vehicles, including off-highway vehicles (e.g., vehicles that arenot designed or allowed by law or regulation to travel on public roads,highways, and the like), automobiles, marine vessels, and the like. Insome cases, at least a plurality of the vehicles in a vehicle system mayeach include a separate vehicle network.

The data communicated between the vehicles may be network data. In someembodiments, “network data” includes data packets that are configured ina designated packet format. For example, data may be packaged into adata packet that includes a set of data bits that are arranged to form acontrol portion and a payload portion. The control portion of the databits may correspond to addresses (e.g., source, destination), errordetection codes (e.g., checksums), and sequencing information (e.g.,timing information). The control portion may be found in packet headersand trailers of the corresponding data packet. The payload portion ofthe data bits may correspond to the information that was requestedand/or is used by the vehicle system for a designated purpose, such asfor making operational decisions and/or for controlling operations(e.g., tractive efforts, braking efforts, and the like) of the vehiclesystem. The payload portion may include operating data. Operating datamay include different types of data from various components of a vehiclesystem that are used to control operation of the vehicle system. Forexample, the operating data may include information from sensors thatindicates a performance level or state of a component of the vehiclesystem. For instance, fuel sensors may be configured to transmit signalsthat are indicative of a current fuel level or current fuel efficiency.In rail vehicle systems, sensors coupled to the engine or motors maytransmit data that indicates a notch (or throttle) level of the railvehicle system. Sensors may also be coupled to various elements ofmechanical systems (e.g., motors, engines, braking systems) and transmitsignals indicating when a corresponding element is properly operating orhas failed. Operating data may also include information from data radiosand global positioning system (GPS) units. GPS units may transmitinformation describing or indicating a position of the vehicle system.Data radios may transmit information regarding one or more differentvehicles of the vehicle system. In various embodiments, the payloadportion may be configured (e.g., sized) to determine a messagecharacteristic, such as a rate of communication between two vehicles ofa consist. In some embodiments, the payload portion of a packet may notinclude operating information, but instead be used solely fordetermining a communication characteristic, such as a rate ofcommunication.

With respect to the network data, the data packets may be packaged andcommunicated in accordance with a designated communications protocol.The designated communications protocol may include predetermined rulesand formats for exchanging data packets between nodes or computingsystems. Various communications protocols may be used for embodimentsdescribed herein including, but not limited to, an industry standardcommunications protocol, a proprietary communications protocol, and/oran open-source or publicly available communications protocol. In someembodiments, the data packets are packaged and communicated according toan Internet-layer type protocol for packet-switched internetworking. Forexample, the data packets may be packaged and communicated in accordancewith Internet Protocol version 6 (IPv6) or in accordance with InternetProtocol version 4 (IPv4). Alternatively or additionally, the datapackets may be packaged and/or communicated in accordance with anotherIP protocol version or another protocol. Network data may be generallyconfigured for the Internet protocol suite, which may be referred to asTCP/IP due to the Internet protocol suite including the TransmissionControl Protocol (TCP) and Internet Protocol (IP). Network data may alsobe configured according to the Session Initiated Protocol (SIP). Othercommunications protocols, however, exist and may be used by alternativeembodiments.

At least one technical effect of various embodiments described hereinmay include improved tailoring of commands for individual vehicles of aconsist. For example, the use of ordering information may be used totailor commands based on the position of a vehicle within a consist.Another technical effect may include improved redundancy or robustnessof information collection or sensing. For example, the use of orderinginformation may be used to identify vehicles particularly well suited tosupplement or replace information collected onboard a given vehicle,such as vehicles that are adjacent or nearby the given vehicle. Anothertechnical effect may include providing a convenient technique forretro-fitting existing vehicles to determine vehicle orderinginformation.

In embodiments of the present inventive subject matter, messagecommunication characteristics may be determined for paths or tunnelscommunicatively connecting vehicle pairs of a consist. In someembodiments, a rate of communication may be determined forcommunications between each pair of vehicles in a consist. For example,for a consist including vehicles A, B, and C, communication rates may bedetermined for each pairing (e.g., a first communication rate betweenvehicles A and B, a second communication rate between vehicles A and C,a third communication rate between vehicles B and C). In someembodiments, rates may be determined in both directions (e.g., a ratefor communications directed to determine, at the first vehicle and aseparately determined rate for communications from B to A). The messagecharacteristic information may then be compared to determine distancesbetween particular vehicles, and used, in combination with informationidentifying the forward most vehicle of the consist, to determine anorder of vehicles in the consist.

In some embodiments, to address potential uncertainty due to transientfluctuations in one or more communication rates, average communicationrates (or other message characteristic information) may be determined.Additionally or alternatively, message characteristic information may bedetermined using messages sent substantially simultaneously (e.g.,messages sent at or near the same point in time or over essentially thesame period of time) or concurrently (e.g., messages sent overoverlapping time periods). In some embodiments, plural vehicles of aconsist may determine ordering information (e.g., informationdescribing, depicting or corresponding to an order of vehicles or todistances of vehicles relative to the vehicle at which the determinationis made), and communicate the determined ordering information to a leador otherwise designated vehicle, with the lead or otherwise designatedvehicle using the information provided by the other vehicles todetermine an overall order of vehicles in the consist. In someembodiments, the order determination described herein may be used as aninitial determination of order. In some embodiments, the orderdetermination may be used to check, confirm, or correct an orderpreviously specified, for example, via operator input, or an orderprovided by a stored file or record.

The determined ordering may be used, for example, to fine tuneoperational commands to individual vehicles in a consist based on theparticular order of the vehicles within a consist. For example, when aportion of a consist has crested a grade, but other vehicles are stillascending the grade, the vehicles located toward the front of theconsist may be given reduced tractive effort commands (or increasedbraking commands) and/or the vehicles located toward the rear of theconsist may be given increased tractive effort commands.

The determined ordering may also be utilized to improve redundancy orrobustness of a measurement, determination, or operation of a consist.For example, in one example scenario, positioning information of a leadvehicle in a consist may typically be determined via a GPS detectionunit disposed onboard the lead vehicle. If the GPS detection unitonboard the lead vehicle malfunctions or otherwise becomes unavailable,the determined ordering may be used to identify the closest vehicle tothe lead vehicle and use positioning information from a GPS unitdisposed onboard the closest vehicle to determine the position of thelead vehicle (for example, using the position of the closest vehicle asa rough approximation of the position of the lead vehicle, or, asanother example, by applying an offset to the position of the closesvehicle to determine the position of the lead vehicle).

FIG. 10 illustrates a schematic view of a communication and controlsystem 2000 for a vehicle consist 2002 in accordance with an embodiment.The vehicle consist 2002 may include plural vehicles, such as poweredunits. The vehicle consist 2002 of the depicted embodiment includes atotal of “n” powered vehicles, identified in FIG. 1 as a first vehicle2010, a second vehicle 2020, a third vehicle 2030, and an n^(th) vehicle2040. The vehicle consist may be ordered in a direction of travel 2005,with the vehicles identified as 1^(st), 2^(nd), 3^(rd), 4^(th) . . .n^(th) along the direction of travel 2005. In the illustratedembodiment, the first vehicle 2010 is the forward most vehicle along thedirection of travel 2005 and the n^(th) vehicle 2040 is the rearwardmost vehicle along the direction of travel 2005. In the illustratedembodiment, the first vehicle 2010 is configured as a logical leadpowered unit, and the other depicted vehicles 2020, 2030, 2040 areconfigured as logical trail powered units that receive control commandsfrom the first vehicle 2010. In other embodiments, the logical leadpowered unit may not necessarily be disposed in a forward most positionin the direction of travel 2005. The vehicles 2010, 2020, 2030, 2040 maybe propulsion-generating vehicles. The vehicles 2010, 2020, 2030, 2040in some embodiments are rail vehicles, such as powered rail vehicles orlocomotives. Messages or commands from the lead powered unit may betransmitted to the trail powered units to control one or more operationsof the trail powered units. In the illustrated embodiment, the vehiclesjoined are joined by a communication path 2004. For example, thevehicles may be joined by a multiple unit (MU) line, so that thecommunication path 2004 physically extends through the vehicles of theconsist. Messages or packets may be sent along virtual paths or tunnelsso that a given message may be just communicated between a pair ofvehicles instead of to all vehicles in a consist. Other communicationpaths (e.g., wireless) may be employed in various alternate embodiments.

The first vehicle 2010 includes a first communication module 2012, afirst ordering determination module 2014, a memory 2016, a first controlmodule 2018, and a propulsion module 2019. The memory 2016 may beaccessed or utilized by one or more aspects of the first vehicle 2010,such as the first ordering determination module 2014 or the firstcontrol module 2018. The first control module 2018 is configured todevelop and/or determine control messages for operational aspects of thefirst vehicle 2010, such as the propulsion module 2019. The propulsionmodule 2019 is configured to propel the vehicle 2010 along a route, suchas a railroad track, road, trail, waterway, etc. The propulsion module2019 may include, for example, wheels and drive assemblies, as well asbraking components or systems, such as dynamic braking components orsystems. In some embodiments, for example, where the first vehicle 2010is configured as the lead vehicle of the consist 2002, the first controlmodule 2018 may be configured to determine or develop control messagefor operational aspects of other vehicles of the consist. The firstcontrol module 2018 may be configured to develop a trip plancorresponding to a series of propulsion commands to be performed by eachof the vehicles 2010, 2020, 2030, 2040 to perform a mission.

As depicted in FIG. 20, the first communication module 2012 isconfigured to be disposed on-board the first vehicle 2010. Also, thefirst communication module 2012 is configured to send and receiveinformation to and from other vehicles of the consist 2002. The firstcommunication module 2012 may be configured to communicate individualmessages with plural vehicles (e.g., second vehicle 2020, third vehicle2030, n^(th) vehicle 2040) of the consist 2002. The individual messagesmay be targeted for communication with respective individual vehicles ofthe vehicle consist. For example, the first communication module 2012may be configured as a router/transceiver configured to send packets ofinformation via modulated signals sent over one or more channels of a MUline. The messages may be sent via Ethernet over MU (eMU), with eachmessage including a control portion such as a header portion and apayload portion, with the header portion specifying a vehicle to whichthe message is targeted. Thus, a first header may designate a packet forcommunication between the first vehicle 2010 and the second vehicle2020, a second header may designate a packet for communication betweenthe first vehicle 2010 and the third vehicle 2030, a third header maydesignate a packet for communication between the second vehicle 2020 andthe third vehicle 2030, and the like. Only communication modulesdisposed onboard the particular vehicle(s) identified in a header mayde-modulate or otherwise analyze a given packet, with the communicationmodules of other vehicles not identified in the header of the givenpacket ignoring or disregarding the packet. These messages may beunderstood as being sent via tunnels, with each tunnel connecting adistinct pair of vehicles.

In FIG. 20, a number of tunnels communicatively linking distinct pairsof powered units are depicted as dashed lines. The tunnels may beunderstood as virtual tunnels connecting distinct pairs of poweredunits, as one or more of the tunnels may physically be included as partof single line joining the powered units, such as the communication path2004 (e.g., a MU line). In the illustrated embodiment, a tunnel 2050communicatively links the first vehicle 2002010 and the second vehicle2020, a tunnel 2052 communicatively links the first vehicle 2002010 andthe third vehicle 2030, a tunnel 2054 communicatively links the firstvehicle 2002010 and the n^(th) vehicle 2040, a tunnel 2056communicatively links the second vehicle 2020 and the third vehicle2030, a tunnel 2058 communicatively links the second vehicle 2020 andthe n^(th) vehicle 2040, and a tunnel 2060 communicatively links thethird vehicle 2030 and the n^(th) vehicle 2040. Additional tunnels maybe used to communicatively link additional powered units.

For example, the first communication module 2012 may be configured todevelop and send messages via the appropriate tunnels includingindividual propulsion commands (e.g., as a portion of a payload portionof a packet) to the second vehicle 2020, the third vehicle 2030, and then^(th) vehicle 2040, and to receive specific individual status messagesfrom the second vehicle 2020, the third vehicle 2030, and the n^(th)vehicle 2040. Information from the status messages may be used todetermine a future command to at least one of the second vehicle 2020,the third vehicle 2030, and the nth vehicle 2040, to revise a trip plan,or the like.

The first communication module 2012 may also be configured to sendmessages that have been configured or developed specifically formeasuring or determining message characteristic information, and todetermine a characteristic (e.g., rate) for the various tunnels throughwhich the first communication module 2012 is configured to transmit orreceive messages (e.g., tunnels 2050, 2052, 2054). Messagecharacteristic information may be understood as informationcorresponding to one or more characteristics of the transmission ofmessages, and not necessarily the content of the messages themselves.For example, message characteristic information may include informationregarding the time consumed by the sending or receiving of a message, acommunication rate at which information may be transmitted between apair of vehicles in a consist, or the like. The communication rate maycorrespond to a rate negotiated between routers of a pair of vehicles.As another example, message characteristic information may includeinformation corresponding to signal quality metrics, such as signal tonoise ratio (SNR).

A message may be configured or developed specifically for measuring ordetermining message characteristic information, for example, by beingconfigured to have an amount or volume of data that is relatively large(e.g., an amount at or near the limit of data that may be sent through agiven tunnel in a relatively short amount of time). For example, amessage or messages at or near the limit of amount of data a particulartunnel may accommodate over a given time period may be sent through thetunnel, and the amount of time required to transmit and receive the dataand/or a communication rate through the given tunnel may be determined.As another example, messages sent to different vehicles from a givenvehicle may be configured to be substantially the same size or containsubstantially the same number of bits or amount of data to help provideuniformity in the determination of message characteristic information.In some embodiments, a characteristic (such as rate) may be measuredduring the transmission of messages that are configured for operationaluse by one or more units of a vehicle system, for example messages thatcontain commands for tractive efforts or status information. In someembodiments, a characteristic (such as rate) may be measured during thetransmission of messages that are configured for operational use, buthave been modified. For example, a message containing a command for atractive effort, or, as another example, status information, may bemodified so that the message is larger than necessary to convey thecommand or status information, with the increased size of the messageconfigured to improve the measurement of a characteristic (such asrate).

Data communication rates along one or more tunnels may not be constantand may vary for a variety of reasons over relatively short timeincrements, thereby providing a potential source of error whendetermining a communication rate for a given tunnel, as well as whencomparing relative values of rates determined for different tunnels.Thus, in some embodiments, messages (e.g., messages configured todetermine a rate (or other characteristic)) may be sent substantiallysimultaneously along plural tunnels. Further, larger messages and/orplural messages (e.g., repeated messages configured to determine a rate)may be sent to determine an average rate collected over a large enoughtime period to help minimize or reduce the effect of any transientchanges in rate.

The first ordering determination module 2014 is configured to bedisposed onboard the first vehicle 2010. The first orderingdetermination module 2014 is configured to determine an order of pluralvehicles in the consist 2002 using message characteristic informationobtained via the first communication module 2012. The messagecharacteristic information, as also described above, corresponds to atransmission characteristic of individual messages. The transmissioncharacteristic of a message represents one or more parameters of thetransmission of the message, as opposed to the contents of the message,in one embodiment. For example, a communication rate at which messagesare communicated between vehicles may be determined as a transmissioncharacteristic using individual messages sent between each pairs ofvehicle, and the communication rates used to determine the order of thevehicles in the consist 2002. As another example, the signal-to-noiseratios of messages that are communicated between vehicles may bedetermined as a transmission characteristic using individual messagessent between each pairs of vehicle, and the signal-to-noise ratios usedto determine the order of the vehicles in the consist 2002.

In one example scenario, the first communication module 2012 may sendmessages to each of the other vehicles of the consist 2002 depicted inFIG. 20. Thus, the first communication module sends a first message tothe second vehicle 2010 via tunnel 2050, a second message to the thirdvehicle 2030 via tunnel 2052, and a third message to the n^(th) vehicle2040 via tunnel 2054. The first communication module 2012 thendetermines message characteristic information (e.g., communication rate,signal quality metric, or the like) for each of the individual messagessent to the particular vehicles of the consist 2002.

For example, the first communication module 2012 may determine acommunication rate along each tunnel. The closer two vehicles (or twocommunication modules are), the higher the rate of communication willbe. Closer vehicles may be able to negotiate faster rates ofcommunication due to higher signal-to-noise ratios and/or shorterpropagation paths than more distantly located vehicles. Thus, the firstcommunication module 2012 may determine that the rate of communicationbetween the first vehicle 2010 and the second vehicle 2020 is higherthan the rate of communication between the first vehicle 2010 and thethird vehicle 2030, and that the rate of communication between the firstvehicle 2010 and the third vehicle 2030 is higher than the rate ofcommunication between the first vehicle 2010 and the n^(th) vehicle2040. Additionally or alternatively, the first communication module 2012may compare the signal-to-noise ratios of the messages. For example, themessages communicated between closer vehicles may have greatersignal-to-noise ratios than the vehicles that are spaced apart by longerdistances. The first ordering determination module 2014 may thendetermine distance information, using the message characteristicinformation corresponding to the communication rates between the variousvehicles and the first vehicle 2010. Continuing the example describedabove, the first ordering determination module 2014 may determine thatthe second vehicle 2020 is closer to the first vehicle 2010 than are thethird vehicle 2030 and the nth vehicle 2040 (using the higher or fasterrate of communication between the first vehicle 2010 and the secondvehicle 2020 compared to the rates of communication between the firstvehicle 2010 and the other vehicles), determine that the third vehicle2030 is farther from the first vehicle 2010 than the second vehicle 2020but closer than the nth vehicle 2040 is to the first vehicle 2010, anddetermine that the nth vehicle 2040 is farther from the first vehicle2010than are the other vehicles. In some embodiments, the firstcommunication module 2012 may determine or develop the distanceinformation and communicate the distance information to the firstordering determination module 2014.

The first ordering determination module 2014 may be configured todetermine the order of the vehicles in the consist using the distanceinformation along with lead information. The lead information maydesignate, indicate, or identify the lead vehicle of a consist, or theforward most vehicle of a consist. As one example, a lead vehicle may beidentified as a source of one or more air brake commands. For instance,the first ordering determination module 2014 (or other module incommunication with the first ordering determination module 2014) may beconfigured to note from which vehicle an air braking command originatesand identify that particular vehicle as the lead vehicle. Alternativelyor additionally, as another example, the lead or forward most vehicle(in some embodiments, the lead vehicle may not be the forward mostvehicle) may be identified using configuration information provided by atrip planner or other control aspect of the consist.

The first ordering determination module 2014 may be configured to usethe distance information and/or the message characteristic information,as well as the lead information, to determine the order of the vehiclesin the consist 2002. For example, continuing the example scenariodescribed above, the first ordering determination module 2014 maydetermine from the lead information that the first vehicle 2010 is thelead vehicle and the forward most vehicle of the consist 2002. Then,because the first vehicle 2010 is forward most and the second vehicle2020 is closest to the first vehicle 2010, the first ordering module2014 may determine that the second vehicle 2020 is the second vehiclefrom the front. Also, because the third vehicle 2030 is the next closestvehicle, then the first ordering determination module 2014 may determinethat the third vehicle 2030 is the third vehicle from the front, and soon until all the vehicles have been ordered.

In some circumstances, for example where there is substantialvariability in communication rates, or, as another example, where aconsist is long enough so that communication rates and/orsignal-to-noise ratios for messages communicated between one vehicle andrelatively distant vehicles may be substantially similar, adetermination module may use distance or ordering information fromadditional vehicles to supplement all or a portion of the ordering ordistance information determined onboard a lead vehicle. In someembodiments, the first ordering determination module 2014 may beconfigured to use at least one of distance or ordering informationdetermined or developed at trail powered units (e.g., second vehicle2020, third vehicle 2030, n^(th) vehicle 2040) to determine an order ofvehicles in the consist 2002. For example, plural vehicles (e.g., eachpowered unit of a consist) may send messages (e.g., from an associatedcommunications module via a series of tunnels) to other vehicles (e.g.,each other powered unit of a consist) or otherwise determine acommunication rate or other message characteristic information, witheach such vehicle having an ordering determination module disposedthereon and configured to determine distance and/or ordering informationfor each other vehicle relative to itself. The distance information (orordering information) may then be sent to a single vehicle (e.g., a leador forward most vehicle) for analysis and determination of the overallorder of the consist. In some embodiments, the lead vehicle may receivedistance information from plural trail vehicles and arbitrate betweenany inconsistent findings. In some embodiments, the lead vehicle maypreferentially use information from a vehicle that is closer to thevehicle or vehicles in question, or may use information having bettersignal quality metrics associated therewith.

In one example scenario, a consist may include ten serially connectedpowered units. Distance information from two of the vehicles, forexample, the second forward most unit and the rearward most unit, mayconflict regarding the relative ordering or placement of two or moreother units, for example, the eighth and ninth forward most units (or,put another way, the second and third rearward most units). An orderingdetermination module onboard a lead unit may then arbitrate between theconflicting information. For example, the ordering determination modulemay use information from a vehicle deemed to be closer to the vehiclesin question. For example, if based on distance information, the orderingdetermination module determines that one of the reporting vehicles iscloser to the vehicles in question, then the information or orderingprovided or indicated by the closer vehicle may be used. As anotherexample, information may be used from a vehicle reporting a highercommunication rate with the vehicles in question. As one more example,the trail vehicles may provide signal quality information along with thedistance information, and the ordering determination module may use theinformation provided by the vehicle reporting better signal qualitymetrics with the vehicles in question. For example, in the above examplescenario, the tenth vehicle may report higher communication rates withthe vehicles in question (the eighth and ninth vehicles), and theordering determination module may preferentially use the informationprovided by the tenth vehicle over information provided by the secondvehicle with respect to the ordering of the eighth and ninth vehicles.In some embodiments, information from plural vehicles may be weighted oraveraged to determine ordering of the vehicles in a consist.

In some embodiments, the order determination module 2014 may beconfigured to determine an order using message characteristicinformation obtained or determined via messages sent from acommunication module of a single vehicle (e.g., a lead vehicle). Forexample, messages sent from a lead vehicle may be used to determinecommunication rates between the lead vehicle and each trail poweredunit. If the resulting message characteristic information is of asufficient quality or provides a sufficient level of confidence, thenthe order determined using the information obtained may be used todetermine the order of vehicles in the consist. However, if theinformation does not provide a satisfactory level of confidence (e.g.,if signal metric quality does not reach a threshold level, if relativecommunication rates or other message characteristic information for twoor more trail powered units are not substantially different or arewithin a threshold difference level, or the like), then supplementaltechniques may be employed to provide a higher amount or quality ofinformation. For example, communication rates may be determinedsimultaneously, communication rates may be determined over longer periodof times and/or using more measurements to provide average communicationrates, distance and/or ordering information may be determined atmultiple vehicles, or the like.

Once the order of the vehicles in the consist is known, the orderinginformation may be used in operating the consist 2002. For example,previously determined tractive efforts of a trip plan may be modified orfine-tuned based on the ordering information. In some embodiments,throttle or braking commands may be altered based upon a positioning ofvehicles relative to a crest or sag using a determined order of vehiclesin a consists.

As indicated above, some or all the trail vehicles of the consist 2002may be configured to communicate with a lead vehicle, for example alongpaths (e.g., tunnels configured for communication between discrete pairsof vehicles). For example, each trail powered unit of a consist may havea defined individual communicative path linking the trail powered unitwith the lead powered unit of the consist. Each trail powered unit mayalso have a plurality of defined individual communicative paths linkingthe trail powered unit with each other trail powered unit of theconsist. The trail vehicles may also be configured to determine messagecharacteristic information, either acting alone or in cooperation withone or more other vehicles. Further, the trail vehicles may beconfigured to determine ordering or distance information of othervehicles in the consist.

In the illustrated embodiment, the second vehicle 2020 is configured asa trail powered unit, and includes a second communication module 2022, asecond ordering determination module 2024, and a memory associatedtherewith (not shown). The second vehicle 2020 may also include acontrol module (not shown) configured to provide commands (e.g.,commands received from a lead control module or commands createdresponsive to messages received from a lead control module) tooperational aspects of the second vehicle 2020, such as a propulsionmodule (not shown). The memory may be accessed or utilized by one ormore aspects of the second vehicle 2020, such as the second orderingdetermination module 2024 or a control module.

As depicted in FIG. 20, the second communication module 2022 isconfigured to be disposed on-board the second vehicle 2020. The secondcommunication module 2020 may be configured to send and receiveinformation to and from other vehicles of the consist 2002. The secondcommunication module 2020 may be configured to communicate individualmessages with plural vehicles (e.g., first vehicle 2010, third vehicle2030, n^(th) vehicle 2040) of the consist 2002. The individual messagesmay be targeted for communication with respective individual vehicles ofthe vehicle consist. For example, the second communication module 2020may be configured as a router/transceiver configured to send packets ofinformation via modulated signals sent over one or more channels of acommunication path (e.g., communication path 2004) such as an MU line.The messages may be sent via eMU, with each message including a headerportion and a payload portion, with the header portion specifying avehicle to which the message is targeted. Only communication modulesdisposed onboard the particle vehicle(s) identified in a header mayde-modulate or otherwise analyze a given packet, with the communicationmodules of other vehicles not identified in the header of the givenpacket ignoring or disregarding the packet. These messages may beunderstood as being sent via tunnels, with each tunnel connecting adistinct pair of vehicles.

Similar in certain respects to the first communication module 2012, thesecond communication module 2022 may also be configured to send messagesthat have been configured or developed specifically for measuring ordetermining message characteristic information, and to determine acharacteristic (e.g., rate) for the various tunnels through which thesecond communication module 2022 is configured to transmit or receivemessages (e.g., tunnels 2050, 2056, 2058). For example, messagecharacteristic information may include information regarding the timeconsumed by the sending or receiving a message between the secondvehicle 2020 and a given vehicle, a rate at which information may betransmitted between the second vehicle 2020 and a given vehicle, or thelike. A message sent via the second communication module 2022 may beconfigured or developed specifically for measuring or determiningmessage characteristic information, for example, by being configured tohave an amount or volume of data that is relatively large (e.g., anamount at or near the limit of data that may be sent through a giventunnel in a relatively short amount of time).

In some embodiments, the second communication module 2022 may determinea communication rate along each tunnel through which the second vehicle2020 communicates with other vehicles. The second ordering determinationmodule 2024 may then determine distance information, using the messagecharacteristic information provided by the second communication module2022, with the distance information corresponding to the communicationrates between the various vehicles and the second vehicle 2020. Thedistance information (or ordering information) determined by the secondordering determination module 2024 may then be forwarded to the firstordering determination module 2014, with the first orderingdetermination module 2014 using distance information determined locallyat the various vehicles of the consist to determine the order ofvehicles in the consist, for example to supplement distance informationdetermined for the first vehicle 2002010 relative to the other vehiclesin the consist.

The third vehicle 2030 and the n^(th) vehicle 2040 in the illustratedembodiment are configured substantially similarly in many generalrespects to the second vehicle 2020. For example, in the illustratedembodiment, the third vehicle 2030 and the n^(th) vehicle 2040 areconfigured as trail powered units. The third vehicle 2030 includes athird communication module 2032 and a third ordering determinationmodule 2034, and the n^(th) vehicle includes an n^(th) communicationmodule 2042 and an n^(th) ordering determination module 2044. The thirdand n^(th) vehicles 2030, 2040 may also each include a control module(not shown) configured to provide commands (e.g., commands received froma lead control module or commands created responsive to messagesreceived from a lead control module) to operational aspects of thevehicle on which the control module is disposed, such as a propulsionmodule (not shown). Associated memories (not shown) may be accessed orutilized by one or more aspects of the vehicles. The communicationmodules and ordering determination modules of the third vehicle 2030 andthe n^(th) vehicle 2040 may be configured generally similar to thecorresponding modules of the second vehicle 2020.

In a relatively simple example scenario, message characteristicinformation may be determined for separate paths or tunnels from a firstto other vehicles of a consist, with determined distances from the firstvehicle used to order the vehicles in the consist. In other examplescenarios, distance or ordering information determined at additionalvehicles may be used to supplement information determined relative tothe first vehicle.

The table below depicts an example scenario illustrating determinationof an order of a consist having three vehicles, in accordance withvarious embodiments. As shown in the table below, the example consistincludes three vehicles, namely “A,” “B,” and “C.”

Path Communication Time A to B 42.9 Mbits/second A to C 14.8Mbits/second B to A 26.5 Mbits/second B to C 29.4 Mbits/second

In the example scenario, the above times were determined based onmessages sent at different times. One or more of the paths above may bechecked or confirmed utilizing rates determined using messages sent atthe substantially same time. For example, a determining module maynotice the difference between the paths A to B and A to C, and messagesmay be re-sent at substantially the same time to confirm that B and Care different distances from A (e.g., B is closer because A to B has thehigher communication rate). For instance, utilizing messages sentsubstantially at the same time, the communication rate A to B may bedetermined as 26.0 Mbits/second and A to C may be determined as 10.4Mbits/second, thereby confirming that B is closer to A than is C. Invarious embodiments, particularly where the number of vehicles in theconsist becomes larger, averaged rates and/or the use of messages sentat substantially similar times may be used to improve resolution ofrelative distances from a plurality of vehicles to a given vehicle. Itmay also be noted that in the example table, the paths are considered toextend along a single direction, so that a separate rate is determinedfor messages for B to A than determined for A to B.

Returning to the example scenario depicted in the table, thecommunication rate from A to B is substantially higher than thecommunication rate from A to C. Thus, a determining module using themessage characteristic information may determine that the distance fromA to B is less than the distance from A to C. Similarly, it can be seenfrom the table that the communication rates from B to A and from B to Care quite similar. For example, a determining module may determine thattwo vehicles are equally distant from a third vehicle (e.g., disposed onopposite sides of the third vehicle) if the communication rates betweenthe two vehicles and the third vehicles are substantially similar (e.g.,within a threshold value or percentage). Thus, the determining modulemay determine that B is about the same distance from vehicles A and C.

Because it is thus determined that B is about the same distance fromboth A and C, and that A is closer to B than A is to C, the determiningmodule may then determine that A and C are located on either end of B,or that B is interposed between A and C. If the identity of the lead orforward most vehicle is known, the order of the consist may bedetermined using the distance or ordering information along with theinformation identifying the lead vehicle. In the example scenario, A maybe the lead or forward most vehicle. Thus, because it has already beendetermined that B is interposed between A and C, the order may bedetermined as A-B-C (from front to rear along a direction of travel).

The above example scenario is intended by way of example andillustration and not by way of limitation. For example, in otherembodiments, alternative or additional message characteristicinformation (e.g., a signal quality metric such as SNR) may be employed.Different numbers of vehicles in consists (e.g., four, five, or more)may be present in various embodiments. In some embodiments, all thevehicles of a consist may be ordered, and in some embodiments, a limitedsubset of the vehicles of a consist may be ordered. Further, in someembodiments, a vehicle system may include plural consists, with some orall the consists independently determining the order of vehicles forthat consist.

FIG. 21 illustrates a system network (or communication system) 2110 of avehicle system 2112 formed in accordance with one embodiment. Thevehicle system includes a plurality of vehicles (or units) 2118 a-2118 cand 2162 a, 2162 b that are mechanically coupled to one another, and areconfigured to traverse a route 2114. The vehicle system of theillustrated embodiment corresponds to the table described above, withunit 2118 a corresponding to “A,” 2118 b corresponding to “B,” and 2118c corresponding to “C.” In some embodiments, the vehicles may be railvehicles (e.g., locomotives) and the route may include railroad tracks,roads, trails, waterways, etc. Alternatively, the vehicles may beautomobiles, trucks, mining vehicles, or other vehicles. In someembodiments, the vehicle system includes one or more vehicle consists.Different vehicles of a vehicle consist may coordinate operations (e.g.,tractive and braking efforts) with other vehicles in the consist to movethe vehicle consist and, consequently, the vehicle system. The vehiclesystem may include only a single vehicle consist or a plurality ofvehicle consists. For such embodiments that include multiple vehicleconsists, each vehicle consist may coordinate operations with othervehicle consists to move the vehicle system. For example, individualconsists may communicate with each other via a wireless communicationsystem.

In the illustrated embodiment, the vehicle system is configuredincluding a single vehicle consist that includes multiple vehicles orunits. In other embodiments, however, the vehicle system may include aplurality of vehicle consists that are directly or indirectly linked toone another in the vehicle system. As shown, the vehicle system includesa plurality of powered vehicles 2118 a-2118 c. As used herein, a“powered vehicle” is a vehicle that is capable of self-propulsion. Thevehicle system may also include non-powered vehicles (or units) 2162 a,2162 b that do not provide propulsive efforts. In the illustratedembodiment, the non-powered vehicles 2162 a, 2162 b are rail cars usedfor cargo and/or carrying passengers. The term “powered,” however,refers to the capability of the powered vehicles 2118 a-2118 c to propelthemselves and not to whether the powered vehicles 2118 a-2118 c or thenon-powered vehicles 2162 a, 2162 b receive energy (e.g., electriccurrent) for one or more purposes. For example, the non-powered vehicles2162 a, 2162 b may receive electric current to power one or more loadsdisposed on-board the non-powered vehicles 2162 a, 2162 b.

In some embodiments, the vehicle 2118 a controls operation of thevehicles 2118 b and 2118 c and, as such, the vehicle 2118 a may bereferred to as a lead vehicle and the vehicles 2118 b, 2118 c may bereferred to as trail vehicles. The vehicles 2118 b, 2118 c may or maynot trail the vehicle 2118 a when the vehicle system 2112 is in motion.In alternative embodiments, however, control of the different operationsof the vehicle system may be distributed among a plurality of thevehicles. In the illustrated embodiment, each of the vehicles 2118a-2118 c is adjacent to and mechanically coupled with another vehicle inthe vehicle system such that each vehicle is directly or indirectlyconnected to the other vehicles. In one or more embodiments, thenon-powered vehicles 2162 a, 2162 b may be positioned before, after, orbetween the powered vehicles 2118 a-2118 c.

Each of the vehicles 2118 a, 2118 b, 2118 c may include a communicationmodule 2134 a-c (see description above) and an ordering determinationmodule 2136 a-c (see description above). In the illustrated embodiment,the communication modules are configured as router/transceiver units. Insome embodiments, each of the vehicles 2118 a, 2118 b, 2118 c maydetermine ordering or distance information corresponding to a distanceor position of the other vehicles with respect to itself. Theinformation determined locally at each vehicle may then be forwarded toa designated vehicle (e.g. lead vehicle 2118 a), with the orderingdetermination module of the lead vehicle determining an order of theconsist using the information provided.

The system network 2110 may include a plurality of sub-networks. Forexample, the system network 2110 may be a wide area network (WAN) andthe sub-networks may be local area networks (LANs). In the illustratedembodiment, each of the vehicles 2118 a-2118 c includes a correspondingvehicle network 2190 a-2190 c, respectively. In some embodiments, thevehicle networks 2190 a-2190 c may constitute separate LANs that arepart of a WAN (e.g., the system network 2110). Although not shown, thevehicles 2162 a, 2162 b may also include a vehicle network inalternative embodiments.

In some embodiments, the system network 2110 corresponds to a singlevehicle consist (e.g., the vehicle consist 2113). The vehicle system2112 may have a plurality of vehicle consists and, as such, the vehiclesystem 2112 may include a plurality of system networks. Accordingly, insome embodiments, a single vehicle system 2112 may include multiple WANsin which at least one of the WANs includes a plurality of vehiclenetworks (or LANs). In such embodiments, each of the vehicle consistsmay coordinate operations among the vehicles to move the vehicle system.The vehicle consists may also coordinate operations with one another tomove the vehicle system.

Each of the vehicle networks 2190 a-2190 c may include a plurality ofoperational components 2132 a-c that are communicatively coupled to thecorresponding vehicle network. Each of the operational components mayhave a network address (e.g., IP address) within the correspondingvehicle network. The network address may be a static or designatedaddress that is established or assigned by an industry or proprietarystandard or the address may be a dynamic address designated by thesystem network 2110. Data may be transmitted between the differentvehicles 2118 a-2118 c of the vehicle system 2112 or, more specifically,between the different vehicle networks 2190 a-2190 c. For example, datamay be transmitted from the vehicle 2118 a to the vehicle 2118 b. Insome embodiments, data transmitted within the vehicle networks 2190a-2190 c (e.g., intra-network) is configured for one communicationsprotocol, and data transmitted between the vehicle networks 2190 a-2190c in the system network 2110 (e.g., inter-network) is configured for adifferent communications protocol. Further still, data transmittedbetween the various vehicle networks 2190 a-2190 c may be transmittedalong multiple paths or tunnels.

In the illustrated embodiment, a first tunnel 2170 is defined betweenthe vehicle 2118 a and the vehicle 2118 b. Also, a second tunnel 2172 isdefined between the vehicle 2118 a and the vehicle 2118 c. Further, athird tunnel 2174 is defined between the vehicle 2118 b and the vehicle2118 c.

The data sent via the tunnels may be transmitted over a communicationchannel or line, such as a multiple unit (MU) cable system 2126. The MUcable system 2126 may include an electrical bus that interconnects thelead powered vehicle 2118 a and the remote powered vehicles 2118 b, 2118c in the vehicle system 2112.

In some embodiments, a portion of the data may be transformed (e.g.,modified, modulated, and/or converted) prior to transmission over the MUcable system 2126. For example, transformed network data may be datathat is at least one of encapsulated or modulated. When data isencapsulated and/or modulated, the data may be changed from one form toa second, different form. Depending on the form, the data may beconfigured for transmission within a vehicle network or, separately, maybe configured for transmission between vehicle networks. Thistransformed network data may be subsequently decapsulated (ortranslated) or demodulated such that the data is changed from the secondform to the first form. In other embodiments, the data may be changedfrom the second form to a different, third form when the modified datais decapsulated or demodulated.

For various communication functions, the system network 2110 may includerouter transceiver units 2134 a, 2134 b, 2134 c that are disposedon-board the vehicles 2118 a, 2118 b, 2118 c, respectively, and aredescribed in greater detail below. The router transceiver units 2134 a,2134 b, 2134 c may be communicatively coupled to operational components2132 a, 2132 b, 2132 c, respectively, which are also disposed on-boardthe respective vehicles, as well as to the ordering determinationmodules 2136 a, 2136 b, 2136 c.

FIG. 22 shows aspects of the vehicle 2118 a and the MU cable system 2126in greater detail according to an embodiment. However, it should benoted that FIG. 22 illustrates one example of a powered vehicle and MUcable system and that other configurations may be possible. In someembodiments, the MU cable system 2126 may be an existing electrical businterconnecting the vehicle 2118 a and the vehicles 2118 b, 2118 c inthe vehicle consist 2113 (see FIG. 21). In the illustrated embodiment,for each of the vehicles 2118 a-2118 c, the MU cable system 2126comprises a first MU port 2136, a second MU port 2138, and an internalMU electrical system 2140 that connects the first port 2136 and thesecond port 2138 to one or more operational components 2132 a of thevehicle 2118 a. In the example embodiment depicted in FIG. 22, theinternal MU electrical system 2140 comprises a first terminal board 2142electrically connected to the first MU port 2136, a second terminalboard 2144 electrically connected to the second MU port 2138, a centralterminal board 2146, and first and second electrical conduit portions2148, 2150 electrically connecting the central terminal board 2146 tothe first terminal board 2142 and the second terminal board 2144,respectively. The one or more operational components 2132 a of thevehicle 2118 a may be electrically connected to the central terminalboard 2146 and, thereby, to the MU cable system 2126 generally.

As shown in FIGS. 22 and 23, the MU cable system 2126 further comprisesan MU cable jumper 2152. The jumper 2152 comprises first and second plugends 2154, 2156 and a flexible cable portion 2158 electrically andmechanically connecting the plug ends together. The plug ends 2154, 2156fit into the MU ports 2136, 2138. The MU cable jumper 2152 may beelectrically symmetrical, meaning either plug end can be attached toeither port. The MU cable jumper 2152 is used to electricallyinterconnect the internal MU electrical systems 2140 of the adjacentvehicles 2118 a, 2118 b. As shown in FIG. 22, for each adjacent pair ofvehicles 2118 a, 2118 b, one plug end 2154 of an MU cable jumper 2152 isattached to the second MU port 2138 of the powered vehicle 2118 a, andthe other plug end 2156 of the MU cable jumper 2152 is attached to thefirst MU port 2136 of the powered vehicle 2118 b. The flexible cableportion 2158 of the MU cable jumper 2152 extends between the two plugends, providing a flexible electrical connection between the twovehicles 2118 a, 2118 b.

The cable portion 2158 (of the MU cable jumper 2152) may include aplurality of discrete electrical wires, while the conduit portions 2148,2150 each include one or more discrete electrical wires and/or non-wireelectrical pathways, such as conductive structural components of thevehicle, pathways through or including electrical or operationalcomponents, circuit board traces, or the like. Although certain elementsin FIG. 3 are shown as including “n” discrete electrical pathways, itshould be appreciated that the number of discrete pathways in eachelement may be different, i.e., “n” may be the same or different foreach element.

In some embodiments, the plug ends 2154, 2156 may include a plurality ofelectrical pins, each of which fits into a corresponding electricalsocket in an MU port. The number of pins and sockets may depend on thenumber of discrete electrical wires or channels extant in the internalelectrical system 2140, MU cable jumper 2152, etc. In one example, eachplug end 2154, 2156 is a twenty-seven-pin plug.

The central terminal board 2146, the first terminal board 2142, and thesecond terminal board 2144 may each comprise an insulating base(attached to the vehicle) on which terminals for wires or cables havebeen mounted. This may provide flexibility in terms of connectingdifferent operational components to the MU cable system.

Depending on the type and configuration of the vehicle, the electricalconduit portions 2148, 2150 and MU cable jumpers 2152 may be configuredin different manners, in terms of the number “n” (“n” is a real wholenumber equal to or greater than 1) and type of discrete electricalconduits. In one example, each conduit portion 2148, 2150 and the jumpercable portion 2158 include a plurality of discrete electrical wires,such as 12-14 gauge copper wires. For example, the MU cable system 2126may include 27 wires (and corresponding pins) configured correspondingto a standard MU configuration.

Signals sent along one or more of the MU lines may be used to transmitinformation via conventional MU communication techniques, whilemodulated signals overlaid on one or more of the MU lines may be used totransmit information or messages via packets as described above. Forexample, messages used to determine message characteristic information(e.g., communication rates) may be sent using modulated signal overlaidon one or more of the MU lines.

As used herein, the term “MU cable system” refers to the entire MU cablesystem or any portion(s) thereof, e.g., terminal boards, ports, cablejumper, conduit portions, and the like. As should be appreciated, whentwo vehicles are connected via an MU cable jumper 2152, both the MUcable jumper 2152 and the internal MU electrical systems 2140 of the twovehicles together are part of the MU cable system. As subsequentvehicles are attached using additional MU cable jumpers 2152, thosecable jumpers and the internal MU electrical systems 2140 of thesubsequent vehicles also become part of the MU cable system.

Returning to FIG. 21, the system network 2110 may include the routertransceiver units 2134 a, 2134 b, 2134 c of the respective vehicles 2118a, 2118 b, 2218 c. The router transceiver units 2134 a, 2134 b, 2134 cmay be each communicatively coupled to the MU cable system 2126. Therouter transceiver units in the illustrated embodiment 2134 a, 2134 b,2134 c are configured to transmit and/or receive data in a standard MUformat or other non-network data as well as data transmitted via amodulated signal over one or more wires or channels of a MU cable, suchas via eMU, or other network data, over the MU cable system 2126. Therouter/transceiver units 2134 a-2134 c may be incorporated into, forexample, a communication module (e.g. communication modules describedabove). In some embodiments, the router transceiver units 2134 a, 2134b, 2134 c are configured to change the data into a different form sothat the data may be used by other operational components. For example,the router transceiver units 2134 a, 2134 b, 2134 c may be configured todecapsulate or demodulate the data after the data is received.

FIG. 24 illustrates a flowchart of a method 2400 for determining theorder of vehicles of a vehicle system (e.g., powered units of aconsist), in accordance with one embodiment. The method 2400 may beperformed, for example, using certain components, equipment, structures,or other aspects of embodiments described above. In certain embodiments,certain steps may be added or omitted, certain steps may be performedsimultaneously or concurrently with other steps, certain steps may beperformed in different order, and certain steps may be performed morethan once, for example, in an iterative fashion.

At 2402, a message for determining message characteristic information isdeveloped. The message may be configured for determining messagecharacteristic information, such as a communication rate. For example,the message may be configured to be of a sufficient size to reliablymeasure a communication rate via a tunnel between two vehicles over agiven amount of time. In some embodiments, the message may includecontent to be utilized by a target or receiving vehicle during operationor traversal of a route, while in other embodiments the message may beconfigured solely for the purpose of determining a communication rate.

At 2404, messages are sent from a first vehicle of a consist (e.g., thelead vehicle of the consist) to other vehicles in the consist for whichan ordering is desired. For example, a message may be sent to each otherpowered unit of the consist. In some embodiments, the messages may besent via packets, where the payload portion of the packet issubstantially similar for each packet, but where the header (or othercontrol portion) of each packet is configured so that the particularpacket is targeted to a single recipient vehicle. For example, the firstvehicle of the consist may sent an individual packet (or message) toeach powered unit of the consist via a virtual tunnel communicativelycoupling the particular powered unit to the lead unit. The packets ormessages may be send substantially simultaneously. In some embodiments,the packets may be sent at more than one time, for example, to determinean average communication rate. In some embodiments, the payload portionof the packets sent to each vehicle may be substantially similar, whilein other embodiments, the payload portion of the packets sent may varyaccording to the vehicle to which the particular packet is sent.

At 2406, message characteristic information is obtained. Messagecharacteristic information may be obtained describing a transmissioncharacteristic between the first vehicle and each vehicle to which amessage was sent at 2404. For example, a communication rate may bedetermined based on the amount of time each vehicle requires to receiveand/or acknowledge the particular packet sent. As another example, thecommunication rate may be determined based on a rate negotiated betweentwo vehicles responsive to the sending of a packet or message from oneof the vehicles to the other. Additionally or alternatively, the messagecharacteristic information may include signal quality metricinformation, such as SNR.

At 2408, ordering information is determined. The ordering informationmay include distance information. For example, the messagecharacteristic information may be used to provide a ranking of eachpowered unit with respect to the first vehicle. For example, eachvehicle may be ranked according to communication rate, with the vehicleshaving lower communication rates determined to be farther away from thefirst vehicle than the vehicles having higher communication rates.

At 2410, a message for determining message characteristic information isdeveloped. The message may be configured for determining messagecharacteristic information, such as a communication rate, and isconfigured to be sent by a second vehicle. The message may besubstantially similar to the message determined at 2402. For example,the message may be configured to be of a sufficient size to reliablymeasure a communication rate via a tunnel between two vehicles over agiven amount of time. In some embodiments, the message may includecontent to be utilized by a target or receiving vehicle during operationor traversal of a route, while in other embodiments the message may beconfigured solely for the purpose of determining a communication rate.

At 2412, messages are sent from the second vehicle of the consist toother vehicles in the consist for which an ordering is desired. Forexample, a message may be sent to each other powered unit of theconsist. In some embodiments, the messages may be sent via packets,where the payload portion of the packet is substantially similar foreach packet, but where the header of each packet is configured so thatthe particular packet is targeted to a single recipient vehicle. Thepackets or messages may be send substantially simultaneously. In someembodiments, the packets may be sent at more than one time, for example,to determine an average communication rate.

At 2414, message characteristic information is obtained. Messagecharacteristic information may be obtained describing a transmissioncharacteristic between the second vehicle and each vehicle to which amessage was sent at 2412. For example, a communication rate may bedetermined based on the amount of time each vehicle requires to receiveand/or acknowledge the particular packet sent. As another example, thecommunication rate may be determined based on a rate negotiated betweentwo vehicles responsive to the sending of a packet or message from oneof the vehicles to the other. Additionally or alternatively, the messagecharacteristic information may include signal quality metricinformation, such as SNR.

At 2416, ordering information is determined. The ordering informationmay include distance information. For example, the messagecharacteristic information may be used to provide a ranking of eachpowered unit with respect to the second vehicle. For example, eachvehicle may be ranked according to communication rate, with the vehicleshaving lower communication rates determined to be farther away from thesecond vehicle than the vehicles having higher communication rates. Insome embodiments, steps 2410-2416 may be performed at additionalvehicles (e.g., each powered unit of a consist).

At 2418 ordering information determined locally at the second vehicle issent to the first vehicle. In some embodiments, ordering informationdetermined locally at additional vehicles may also be sent to the firstvehicle. At 2420, the ordering information determined at the first andsecond vehicles (along with, in some embodiments, ordering informationfrom other vehicles) is used to determine the order of vehicles in theconsist. As described above, the information from various vehicles maybe weighted or otherwise given preference to information from one ormore other vehicles based on, for example, proximity to vehicles inquestion, or, as another example, signal quality metrics.

At 2422, the consist is operated using the determined order. Forexample, commands for tractive or braking efforts may be tailored basedon the position of vehicles in a consist. In some embodiments, a tripplan originally developed without knowing the position of individualvehicles in the consist is revised to fine-tune braking or tractiveeffort commands based on the position of vehicles in the consist. Forexample, braking efforts of vehicles toward the front of a consist maybe increased over a portion or portions of a mission performed by theconsist.

Embodiments may also include computer readable media with instructionsthat are configured to direct a processor to execute or perform thevarious method operations described herein. Embodiments may also includepowered vehicles including the various modules and/or components orvehicle networks described herein. Moreover, embodiments describedherein may include vehicle consists that include the various modulesand/or components, the vehicle networks, or the system networksdescribed herein.

In one embodiment, a system is provided that includes a firstcommunication module and a first ordering determination module. Thefirst communication module is configured to be disposed onboard a firstvehicle of a vehicle consist and to communicate individual messages thatare targeted for communication with respective individual secondvehicles of the vehicle consist. The first ordering determination moduleis configured to be disposed onboard the first vehicle of the vehicleconsist, and to determine an order of the first vehicle and one or moreof the second vehicles in the consist using message characteristicinformation. The message characteristic information corresponds to oneor more transmission characteristics of the individual messages.

In another aspect, the second vehicles include a second vehicle and athird vehicle. The system further includes second and thirdcommunication modules configured to be respectively disposed onboard thesecond vehicle and the third vehicle. The second and third communicationmodules are configured to communicate with one another via an individualpath configured to communicatively couple the second and thirdcommunication modules. The system also includes second and thirdordering determination modules configured to be respectively associatedwith the second and third communication modules and respectivelydisposed onboard the second vehicle and the third vehicle. The secondand third ordering determination modules are configured to determinerespective distance information for the second vehicle and the thirdvehicle on which the second and third ordering determination modules areconfigured to be disposed, respectively, using information correspondingto a characteristic of communication between the second and thirdcommunication modules over the individual path.

In another aspect, the message characteristic information includescommunication rate information corresponding to rates of communicationof the individual messages. In some embodiments, the communication rateinformation includes averaged communication rate information. In someembodiments, the individual messages comprise messages configuredspecifically for measuring rates of communication. In some embodiments,the first ordering determination module is configured to determinedistance information corresponding to the relative distance of a givenvehicle from the first vehicle based on the relative rates of plural ofthe individual messages, wherein a vehicle with which the firstcommunication module communicates with at a faster rate is determined tobe relatively nearer to the first vehicle than a vehicle with which thefirst communication module communicates with at a slower rate.

In another aspect, the first communication module is communicativelycoupled to plural of the second vehicles via a multiple unit (MU) line.In some embodiments, the first communication module is configured tocommunicate with the plural of the second vehicles via Ethernet overmultiple unit (eMU) using modulated signals overlaid on the MU line.

In another aspect, at least some of the individual messages are sentsubstantially simultaneously.

In another embodiment, a method (e.g., a method for determining theorder of plural vehicles in a consist) is provided that includessending, from a first communication module disposed onboard a firstvehicle of a vehicle consist, plural first individual messages tocorresponding plural second vehicles of the vehicle consist. The methodalso includes determining first message characteristic informationcorresponding to the second vehicles receiving the first individualmessages. The method also includes determining, at an orderingdetermination module disposed onboard the first vehicle, a vehicle orderof the consist using the first message characteristic information.

In another aspect, the method includes sending, from a secondcommunication module disposed onboard one of the second vehicles of thevehicle consist, plural second individual messages to at least some ofthe other second vehicles or the first vehicle. The method may alsoinclude determining second message characteristic informationcorresponding to the at least some of the other second vehicles or thefirst vehicle receiving the second individual messages from the secondcommunication module. The method may further include determining, at theone of the second vehicles, using the second message characteristicinformation, distance information corresponding to distances of the atleast some of the other second vehicles or the first vehicle receivingthe second individual messages from the second communication module,wherein the vehicle order of the consist is determined at the firstvehicle using the distance information.

In another aspect, the first message characteristic information includescommunication rate information corresponding to rates of communicationof the first individual messages. In some embodiments, the communicationrate information includes averaged communication rate information.

In another aspect, the method may further include configuring theindividual messages specifically for measuring rates of communication.

In another aspect, the method may include sending the individualmessages to the plural second vehicles via Ethernet over multiple unit(eMU) using modulated signals overlaid on a multiple unit (MU) line.

In another aspect, at least some of the plural first individual messagesare sent substantially simultaneously.

In another embodiment, a tangible and non-transitory computer readablemedium is provided that includes one or more computer software modulesconfigured to direct a processor to send, from a first communicationmodule disposed onboard a first vehicle of a vehicle consist, pluralfirst individual messages to corresponding plural second vehicles of thevehicle consist. The one or more computer software modules are alsoconfigured to direct the processor to determine first messagecharacteristic information corresponding to the second vehiclesreceiving the first individual messages. The one or more computersoftware modules are also configured to direct the processor todetermine, at the first vehicle, a vehicle order of the consist usingthe first message characteristic information.

In another aspect, the one or more computer software modules are alsoconfigured to direct the processor to send, from a second communicationmodule disposed onboard one of the second vehicles of the vehicleconsist, plural second individual messages to at least some of the othersecond vehicles or the first vehicle, to determine second messagecharacteristic information corresponding to the at least some of theother second vehicles or the first vehicle receiving the secondindividual messages from the second communication module, and todetermine, at the one of the second vehicles, using the second messagecharacteristic information, distance information corresponding todistances of the at least some of the other second vehicles or the firstvehicle receiving the second individual messages from the secondcommunication module. The processor is directed to determine, at thefirst vehicle, the vehicle order of the consist using the distanceinformation.

In another aspect, the first message characteristic information includescommunication rate information corresponding to rates of communicationof the first individual messages. In some embodiments, the communicationrate information includes averaged communication rate information.

In another aspect, the individual messages include messages configuredspecifically for measuring rates of communication.

In another aspect, at least some of the plural first individual messagesare sent substantially simultaneously.

In setting up the vehicles in the vehicle consist to allow for at leastone vehicle (e.g., a lead vehicle) to remotely control operations of oneor more other vehicles in the vehicle consist (e.g., remote vehicles),the orientation of the remote vehicles relative to the lead vehicle maybe determined so that commands send from the lead vehicle to the remotevehicle are correctly implemented. For example, the orientation of aremote vehicle may be input into a control unit of the remote vehicleand/or a lead vehicle so that, when a command signal is received fromthe lead vehicle or communicated from the lead vehicle, the commandsignal is interpreted by the remote vehicle to cause the remote vehicleto act to move in the same direction as the lead vehicle. If the leadand remote vehicle are facing the same direction (e.g., facing a commondirection), then the command signal may be interpreted by the remotevehicle to cause a propulsion system of the remote vehicle to attempt tomove in the same direction as the lead vehicle. With respect to vehicleshaving wheels, this may involve the remote vehicle rotating wheels ofthe remote vehicle in the same rotational direction (e.g., clockwise orcounter-clockwise) as the lead vehicle. But, if the lead and remotevehicles are facing opposite directions, then the command signal may beinterpreted differently to cause the propulsion system of the remotevehicle to attempt to move in the same direction as the lead vehicle.With respect to vehicles having wheels, this may involve the remotevehicle rotating wheels of the remote vehicle in the opposite rotationaldirection as the lead vehicle.

In one embodiment, the vehicle consist may be a DP vehicle consist, withthe orientations of the remote vehicles being designated as “short hoodforward” (e.g., the remote vehicle is facing forward along a directionof travel) or “long hood forward” (e.g., the remote vehicle is facingrearward away from the direction of travel). To properly control thedirection of the remote vehicles, direction control logic may need to beconfigured at control units of the remote vehicles to represent whichdirection the remote vehicles are facing relative to the lead vehicle.In one aspect, the direction of air flow in brake pipes of remotevehicles during initialization of the vehicles for DP operations may bemonitored to automatically determine and set the orientation of theremote vehicles in the control units based on the direction of air flow.During an initial release of an air brake system prior to a brake pipetest (where flow of the air through the brake pipe extending through thevehicle consist is examined to ensure that the brake pipe is continuousalong the length of the vehicle consist), the lead vehicle feeds air tothe vehicle consist (and remote vehicles) via the brake pipe. Thedirection that the air flows along the brake pipe and through thevehicles in the vehicle consist comes from the direction of the leadvehicle. The remote vehicles can have a directional air flow sensorinstalled in the brake pipe to monitor the direction of air flow in thebrake pipe. When the lead vehicle initiates the air brake release inpreparation for the brake pipe test, the remote vehicles can monitor thedirection of air flow in the brake pipe. The direction of air flow thatis detected in the brake pipe can then be used to define the directionthat the remote vehicle is facing. This direction may be used toautomatically configure a control unit of the remote vehicle, which usesthe direction to implement commands received from the lead vehicle, asdescribed above.

FIG. 25 is a schematic view of one embodiment of a vehicle consist 2500.The illustrated vehicle consist 2500 includes propulsion-generatingvehicles 2502, 2504 and non-propulsion-generating vehicles 2506 (e.g.,vehicles 2506A-D) mechanically coupled with each other. Thepropulsion-generating vehicles 2502, 2504 are capable of self-propulsionwhile the non-propulsion-generating vehicles 2506 are not capable ofself-propulsion. The propulsion-generating vehicles 2502, 2504 are shownas locomotives, the non-propulsion-generating vehicles 2506 are shown asrail cars, and the vehicle consist 2500 is shown as a train in theillustrated embodiment. Alternatively, the vehicles 2502, 2504 mayrepresent other vehicles, such as automobiles, marine vessels, or thelike, and the vehicle consist 2500 can represent a grouping or couplingof these other vehicles. The number and arrangement of the vehicles2502, 2504, 2506 in the vehicle consist 2500 are provided as one exampleand are not intended as limitations on all embodiments of the inventivesubject matter described herein.

The vehicles 2502, 2504 can be arranged in a distributed power (DP)arrangement. For example, the vehicles 2502, 2504 can include a leadvehicle 2502 that issues command messages to the other vehicles 2504,which are referred to herein as remote vehicles. The designations “lead”and “remote” are not intended to denote spatial locations of thevehicles 2502, 2504 in the vehicle consist 2500, but instead are used toindicate which vehicle 2502, 2504 is communicating (e.g., transmitting,broadcasting, or a combination of transmitting and broadcasting)operational command messages and which vehicles 2502, 2504 are beingremotely controlled using the operational command messages. For example,the lead vehicle 2502 may or may not be disposed at the front end of thevehicle consist 2500 (e.g., along a direction of travel of the vehicleconsist 2500). Additionally, the remote vehicle 2504 need not beseparated from the lead vehicle 2502. For example, the remote vehicle2504 may be directly coupled with the lead vehicle 2502 or may beseparated from the lead vehicle 2502 by one or more other remotevehicles 2504 and/or vehicles 2506.

The operational command messages may include directives that directoperations of the remote vehicle 2504. These directives can includepropulsion commands that direct propulsion systems of the remote vehicle2504 to move in a designated location, at a designated speed, and/orpower level, brake commands that direct the remote vehicles to applybrakes at a designated level, and/or other commands. The lead vehicle2502 issues the command messages to coordinate the tractive effortsand/or braking efforts provided by the vehicles 2502, 2504 to propel thevehicle consist 2500 along a route 2508, such as a track, road,waterway, or the like.

The vehicle consist 2500 includes a fluid conduit 2510 extending along alength of the vehicle consist 2500. In one embodiment, the fluid conduit2510 extends through at least parts of the propulsion-generatingvehicles 2502, 2504. The fluid conduit 2510 can continuously extendthrough all the propulsion-generating vehicles 2502, 2504 in the vehicleconsist 2500, or through less than all the propulsion-generatingvehicles 2502, 2504. The fluid conduit 2510 can represent a brake pipe,such as an air brake pipe, or another conduit. For example, the fluidconduit 2510 can hold air that is stored in the conduit 2510 to preventbrake systems (described below) of the vehicles 2502, 2504 from engagingwhen the pressure of the air in the conduit 2510 is sufficiently large.But, when the pressure in the conduit 2510 falls below a designatedthreshold, the brake systems of the vehicles 2502, 2504 engage to slowor stop movement of the vehicle consist 2500. The fluid (e.g., air orother fluid) may be added to the conduit 2510 by a fluid source 2512.The fluid source 2512 may be a pump, reservoir, and/or the like, thatsupplies the fluid to the conduit 2510. The fluid source 25122512 isshown as being disposed onboard the lead vehicle 2502, but optionallymay be disposed in another location of the vehicle consist 2500.

During set up of the vehicles 2502, 2504 for operation as the vehicleconsist 2500, brake systems of the vehicle consist 2500 may be tested byreducing the fluid pressure in the conduit 2510 to see if the brakesystems onboard the vehicles 2502, 2504 are engaged. The fluid source2512 may then be activated to at least partially fill the conduit 2510with fluid (e.g., air). As the conduit 2510 is at least partially filledwith fluid, the fluid may flow from the fluid source 2512 along thelength of the conduit 2510.

The flow of this fluid in the conduit 2510 may be sensed by one or moresensor assemblies 2514 in one or more of the remote vehicles 2504. Thesensor assembly 2514 can detect which direction the fluid is flowing inthe conduit 2510 within the remote vehicle 2504. Based on thisdirection, the remote vehicle 2504 can determine the orientation of theremote vehicle 2504. For example, in the illustrated embodiment, thesensor assembly 2514 can detect that the fluid is flowing in the conduit2510 in a direction 2516 that points from a front end 2518 of the remotevehicle 2504 toward an opposite, back end 2520 of the remote vehicle2504. A control unit (described below) of the remote vehicle 2504 candetermine, based at least in part on this detected fluid flow, that thefront end 2518 of the remote vehicle 2504 is facing the lead vehicle2502 and/or that the back end 2520 of the remote vehicle 2504 is facingaway from the lead vehicle 2502. The control unit of the remote vehicle2504 may be programmed with the orientation of the lead vehicle 2502(e.g., which direction the front end and/or back end of the lead vehicle2502 is facing) so that the control unit can automatically determine theorientation of the remote vehicle 2504 relative to the lead vehicle 2502based at least in part on the direction of fluid flow in the conduit2510. In the illustrated embodiment, the control unit can determine thatthe lead vehicle 2502 and the remote vehicle 2504 are facing the samedirection.

FIG. 26 is a schematic view of another embodiment of the vehicle consist2500. In contrast to the embodiment shown in FIG. 25, the vehicleconsist 2500 in FIG. 26 includes the remote vehicle 2504 facing in anopposite direction (e.g., away from the lead vehicle 2502). As the fluidsource 2512 at least partially fills the conduit 2510 with fluid, thefluid may flow from the fluid source 2512 along the length of theconduit 2510 toward the remote vehicle 2504.

The flow of the fluid in the conduit 2510 is sensed by the sensorassembly 2514 in the remote vehicle 2504. Based on this direction, theremote vehicle 2504 can determine the orientation of the remote vehicle2504. In the illustrated embodiment, the sensor assembly 2514 can detectthat the fluid is flowing in the conduit 2510 in the direction 2516 thatnow points from the back end 2520 of the remote vehicle 2504 toward thefront end 2518 of the remote vehicle 2504. While the fluid may flow inthe same direction as in the embodiment shown in FIG. 25, because theremote vehicle 2504 is facing an opposite direction, the sensor assembly2514 can determine that the flow of the fluid in the conduit 2510 is inan opposite direction in the remote vehicle 2504 when compared to theorientation shown in FIG. 25. The control unit of the remote vehicle2504 may be programmed with the orientation of the lead vehicle 2502 sothat the control unit can automatically determine that the lead vehicle2502 and the remote vehicle 2504 are facing opposite directions.

FIG. 27 is a schematic diagram of the remote vehicle 2504 shown in FIG.25 in accordance with one embodiment. The vehicle 2504 includes amonitoring system 2700 that determines the orientation of the vehicle2504 relative to another vehicle 2502 (shown in FIG. 25) in the samevehicle consist 2500 (shown in FIG. 25) based at least in part on thedirection of fluid flow in the fluid conduit 2510 extending into and/orthrough the vehicle 2504. The monitoring system 2700 includes the sensorassembly 2514 and a control unit 2702. The control unit 2702 can includeor represent one or more hardware circuits or circuitry that include,are connected with, or that both include and are connected with one ormore processors, controllers, or other hardware logic-based devices. Thecontrol unit 2702 can be used to control movement of the vehicle 2504,such as by receiving command signals from the lead vehicle 2502 anddetermining how to control a propulsion system 2704 to implement thecommand signals. For example, the control unit 2702 can receive acommand signal that instructs the control unit 2702 to move the remotevehicle 2504 in a first direction 2706 or an opposite, second direction2708. The control unit 2702 can refer to an orientation of the remotevehicle 2504 that is determined based on the direction of fluid flow inthe conduit 2510 (as described above) and determine how to control thepropulsion system 2704 to implement the command signal (e.g., how tocause the remote vehicle 2504 to move in the direction instructed by thecommand signal).

The propulsion system 2704 includes one or more engines, alternators,generators, batteries, transformers, motors (e.g., traction motors),gears, transmissions, axles, or the like, that work to generate movementof the vehicle 2504. The propulsion system 2704 is controlled by thecontrol unit 2702 to move the vehicle 2504. In the illustratedembodiment, the propulsion system 2704 is operatively connected withwheels 2710 of the vehicle 2504 to rotate the wheels 2710 and causemovement of the vehicle 2504. Based on the command signal received atthe remote vehicle 2504 and the orientation of the vehicle 2504, thecontrol unit 2702 can determine how to instruct the propulsion system2704 to move the vehicle 2504. For example, if the command signalinstructs the vehicle 2504 to move in the direction 2706, then thecontrol unit 2702 can refer to the orientation of the vehicle 2504 thatis determined from the fluid flow in the conduit 2510 to determine ifthe front end 2518 is facing toward or away from the direction 2706(and/or if the back end 2520 is facing toward or away from the direction2706). In the illustrated embodiment, the control unit 2702 can controlthe propulsion system 2704 to rotate the wheels 2710 in a clockwisedirection to move the vehicle 2504 in the direction 2706. But, if thecommand signal instructs the vehicle 2504 to move in the direction 2708,then the control unit 2702 can refer to the orientation of the vehicle2504 to rotate the wheels 2710 in a counter-clockwise direction to movethe vehicle 2504 in the direction 2708.

The sensor assembly 2514 can represent one or more sensors that generateoutput (e.g., one or more data signals) that is communicated to thecontrol unit 2702 and that represents the direction in which fluid flowsin the conduit 2510. In one aspect, the sensor assembly 2514 canrepresent one or more air flow meters, mass flow meters, or the like,that are disposed inside the conduit 2510 to detect a direction of theflow of the fluid in the conduit 2510. In another aspect, the sensorassembly 2514 can represent two or more sensors that measurecharacteristics of the fluid flowing in the conduit 2510 to determinethe direction of fluid flow in the conduit 2510. For example, the sensorassembly 2514 can include two or more pressure transducers or othersensors that are sensitive to pressure in the conduit 2510. Thesetransducers can be spaced apart sufficiently far that, as the fluidflows into the conduit 2510, a difference in pressure exists in theconduit 2510 between the locations of the transducers. This pressuredifferential can be output by the sensor assembly 2514 to the controlunit 2702, and the control unit 2702 can examine the pressuredifferential to determine which direction the fluid is flowing in theconduit 2510. For example, the measured pressure may be larger upstreamof the direction of fluid flow in the conduit 2510 than downstream ofthe direction of fluid flow.

In another embodiment, the sensor assembly 2514 represents one or moresensors disposed on the outside (e.g., exterior surface) of the conduit2510. These sensors can monitor one or more characteristics of theconduit 2510, and changes in the one or more characteristics can beexamined by the control unit 2702 to determine which direction the fluidis flowing in the conduit 2510. In one aspect, the one or morecharacteristics can include strain of the conduit 2510. The strain ofthe conduit 2510 can increase as the fluid is filling the conduit 2510.If the strain is larger in one section of the conduit 2510 than another,then the location of the larger strain relative to the location of thesmaller strain (e.g., as measured by different sensors, such as straingauges) can indicate the direction in which the fluid is flowing (e.g.,flowing from the location of larger strain to the location of smallerstrain).

In another aspect, the one or more characteristics can includetemperatures of the conduit 2510. The temperature of the conduit 2510can change as the fluid is filling the conduit 2510 and can be monitoredby the sensor assembly 2514 (which can include thermocouples or othertemperature-sensitive devices). Changes in the temperature can becompared with directions in which the fluid is flowing in the conduit2510, and these changes and corresponding fluid flow directions can bestored in the control unit 2702 (or a memory that is accessible to thecontrol unit 2702). The control unit 2702 can monitor the temperaturechanges detected by the sensor assembly 2514 and determine whichdirection the fluid is flowing in the conduit 2510 from the temperaturechanges.

In another aspect, the one or more characteristics can include sounds ofthe conduit 2510. The flow of fluid in the conduit 2510 can generateaudible sounds that are detected by the sensor assembly 2514 (which caninclude microphones or other devices that are sensitive to sound).Sounds generated by the flow of fluid in the conduit 2510 can bepreviously examined, and these sounds and corresponding fluid flowdirections can be stored in the control unit 2702 (or a memory that isaccessible to the control unit 2702). The control unit 2702 can monitorthe sounds detected by the sensor assembly 2514 and determine whichdirection the fluid is flowing in the conduit 2510 from the sounds.

The vehicle 2504 also includes one or more input and/or output devices2712 (“I/O device” in FIG. 27). The control unit 2702 can receive manualinput from an operator of the vehicle 2504 through the I/O device 2712,which may include a touchscreen, keyboard, electronic mouse, microphone,or the like. For example, the control unit 2702 can receive manuallyinput changes to the tractive effort, braking effort, speed, poweroutput, and the like, from the I/O device 2712. The control unit 2702can present information to the operator using the I/O device 2712, whichcan include a display screen (e.g., touchscreen or other screen),speakers, printer, or the like.

The control unit 2702 can automatically input the orientation of thevehicle 2504 relative to the lead vehicle 2502 without operatorintervention in one embodiment. For example, based on the direction offluid flow in the conduit 2510, the control unit 2702 can determine theorientation of the vehicle 2504 and use this orientation to determinehow to implement command messages received from the lead vehicle 2502without operator intervention. Alternatively, the control unit 2702 candetermine the orientation of the vehicle 2504 based on the direction offluid flow and communicate the orientation to an onboard operator viathe I/O device 2712 and/or to an operator disposed onboard the leadvehicle 2502 for confirmation of the orientation by the operator.

The control unit 2702 is operatively connected with a brake system 2714of the vehicle 2504. The brake system 2714 can include and/or be fluidlycoupled with the conduit 2510. As described above, changes in the fluidpressure in the conduit 2510 can engage or disengage the brake system2714. The control unit 2702 also is operatively connected with acommunication unit 2716. The communication unit 2716 includes orrepresents hardware and/or software that is used to communicate withother vehicles 2502 in the vehicle consist 2500. For example, thecommunication unit 2716 may include an antenna 2718, a transceiver,and/or associated circuitry for wirelessly communicating (e.g.,communicating and/or receiving) command messages described above.

FIG. 28 illustrates a flowchart of a method 2800 for determining vehicleorientation according to one embodiment. The method 2800 can beperformed by the monitoring system 2700 shown in FIG. 27. At 2802, adirection of fluid flowing in the conduit 2510 (shown in FIG. 25) of thevehicle consist 2500 (shown in FIG. 25) is determined. As describedabove, the direction of fluid flow can be measured in a location that isonboard the remote vehicle 2504 (shown in FIG. 25). Optionally, thedirection of the fluid flow can be determined before the vehicle consist2500 leaves to travel along the route 2508 (shown in FIG. 25). Forexample, the direction of the fluid flow can be determined while thevehicle consist 2500 is stationary. At 2804, the orientation of theremote vehicle 2504 relative to another vehicle (e.g., the lead vehicle2502) is determined based at least in part on the direction of fluidflow. For example, the orientation can be determined as facing the sameor opposite direction as the lead vehicle 2502.

As described above, this orientation can be used to determine how toimplement command messages received by the lead vehicle 2502 to preventthe remote vehicle 2504 from working in an attempt to move the remotevehicle 2504 in an opposite direction as the lead vehicle 2502. Instead,the orientation can be used to ensure that the remote vehicle 2504 worksto move the remote vehicle 2504 in the same direction as the leadvehicle 2502. In one embodiment, the vehicles 2502, 2504 may becommunicatively linked with each other to allow the lead vehicle 2502 toremotely control movement of the remote vehicle 2504. The vehicles 2502,2504 may be communicatively linked with each other using the orientationthat is determined. For example, the vehicle 2504 may not accept commandmessages from the vehicle 2502 until the orientation of the vehicle 2504is determined.

In setting up the vehicles in the vehicle consist to allow for at leastone vehicle (e.g., a lead vehicle) to remotely control operations of oneor more other vehicles in the vehicle consist (e.g., remote vehicles),the orientation of the remote vehicles relative to the lead vehicle maybe determined so that commands send from the lead vehicle to the remotevehicle are correctly implemented. For example, the orientation of aremote vehicle may be input into a control unit of the remote vehicleand/or a lead vehicle so that, when a command signal is received fromthe lead vehicle or communicated from the lead vehicle, the commandsignal is interpreted by the remote vehicle to cause the remote vehicleto act to move in the same direction as the lead vehicle. If the leadand remote vehicle are facing the same direction (e.g., facing a commondirection), then the command signal may be interpreted by the remotevehicle to cause a propulsion system of the remote vehicle to attempt tomove in the same direction as the lead vehicle. With respect to vehicleshaving wheels, this may involve the remote vehicle rotating wheels ofthe remote vehicle in the same rotational direction (e.g., clockwise orcounter-clockwise) as the lead vehicle. But, if the lead and remotevehicles are facing opposite directions, then the command signal may beinterpreted differently to cause the propulsion system of the remotevehicle to attempt to move in the same direction as the lead vehicle.With respect to vehicles having wheels, this may involve the remotevehicle rotating wheels of the remote vehicle in the opposite rotationaldirection as the lead vehicle.

In one embodiment, the vehicle consist may be a distributed power (DP)vehicle consist, with the orientations of the remote vehicles beingdesignated as “short hood forward” (e.g., the remote vehicle is facingforward along a direction of travel) or “long hood forward” (e.g., theremote vehicle is facing rearward away from the direction of travel). Inorder to properly control the direction of the remote vehicles,direction control logic may need to be configured at control units ofthe remote vehicles to represent which direction the remote vehicles arefacing relative to the lead vehicle. In one aspect, the direction of airflow in brake pipes of remote vehicles during initialization of thevehicles for DP operations may be monitored to automatically determineand set the orientation of the remote vehicles in the control unitsbased on the direction of air flow. During an initial release of an airbrake system prior to a brake pipe test (where flow of the air throughthe brake pipe extending through the vehicle consist is examined toensure that the brake pipe is continuous along the length of the vehicleconsist), the lead vehicle feeds air to the vehicle consist (and remotevehicles) via the brake pipe. The direction that the air flows along thebrake pipe and through the vehicles in the vehicle consist comes fromthe direction of the lead vehicle. The remote vehicles can have adirectional air flow sensor installed in the brake pipe to monitor thedirection of air flow in the brake pipe. When the lead vehicle initiatesthe air brake release in preparation for the brake pipe test, the remotevehicles can monitor the direction of air flow in the brake pipe. Thedirection of air flow that is detected in the brake pipe can then beused to define the direction that the remote vehicle is facing. Thisdirection may be used to automatically configure a control unit of theremote vehicle, which uses the direction to implement commands receivedfrom the lead vehicle, as described above.

FIG. 25 is a schematic view of one embodiment of a vehicle consist 2500.The illustrated vehicle consist 2500 includes propulsion-generatingvehicles 2502, 2504 and non-propulsion-generating vehicles 2506 (e.g.,vehicles 2506A-D) mechanically coupled with each other. Thepropulsion-generating vehicles 2502, 2504 are capable of self-propulsionwhile the non-propulsion-generating vehicles 2506 are not capable ofself-propulsion. The propulsion-generating vehicles 2502, 2504 are shownas locomotives, the non-propulsion-generating vehicles 2506 are shown asrail cars, and the vehicle consist 2500 is shown as a train in theillustrated embodiment. Alternatively, the vehicles 2502, 2504 mayrepresent other vehicles, such as automobiles, marine vessels, or thelike, and the vehicle consist 2500 can represent a grouping or couplingof these other vehicles. The number and arrangement of the vehicles2502, 2504, 2506 in the vehicle consist 2500 are provided as one exampleand are not intended as limitations on all embodiments of the inventivesubject matter described herein.

The vehicles 2502, 2504 can be arranged in a distributed power (DP)arrangement. For example, the vehicles 2502, 2504 can include a leadvehicle 2502 that issues command messages to the other vehicles 2504,which are referred to herein as remote vehicles. The designations “lead”and “remote” are not intended to denote spatial locations of thevehicles 2502, 2504 in the vehicle consist 2500, but instead are used toindicate which vehicle 2502, 2504 is communicating (e.g., transmitting,broadcasting, or a combination of transmitting and broadcasting)operational command messages and which vehicles 2502, 2504 are beingremotely controlled using the operational command messages. For example,the lead vehicle 2502 may or may not be disposed at the front end of thevehicle consist 2500 (e.g., along a direction of travel of the vehicleconsist 2500). Additionally, the remote vehicle 2504 need not beseparated from the lead vehicle 2502. For example, the remote vehicle2504 may be directly coupled with the lead vehicle 2502 or may beseparated from the lead vehicle 2502 by one or more other remotevehicles 2504 and/or vehicles 2506.

The operational command messages may include directives that directoperations of the remote vehicle 2504. These directives can includepropulsion commands that direct propulsion systems of the remote vehicle2504 to move in a designated location, at a designated speed, and/orpower level, brake commands that direct the remote vehicles to applybrakes at a designated level, and/or other commands. The lead vehicle2502 issues the command messages to coordinate the tractive effortsand/or braking efforts provided by the vehicles 2502, 2504 in order topropel the vehicle consist 2500 along a route 2508, such as a track,road, waterway, or the like.

The vehicle consist 2500 includes a fluid conduit 2510 extending along alength of the vehicle consist 2500. In one embodiment, the fluid conduit2510 extends through at least parts of the propulsion-generatingvehicles 2502, 2504. The fluid conduit 2510 can continuously extendthrough all the propulsion-generating vehicles 2502, 2504 in the vehicleconsist 2500, or through less than all the propulsion-generatingvehicles 2502, 2504. The fluid conduit 2510 can represent a brake pipe,such as an air brake pipe, or another conduit. For example, the fluidconduit 2510 can hold air that is stored in the conduit 2510 to preventbrake systems (described below) of the vehicles 2502, 2504 from engagingwhen the pressure of the air in the conduit 2510 is sufficiently large.But, when the pressure in the conduit 2510 falls below a designatedthreshold, the brake systems of the vehicles 2502, 2504 engage to slowor stop movement of the vehicle consist 2500. The fluid (e.g., air orother fluid) may be added to the conduit 2510 by a fluid source 2512.The fluid source 2512 may be a pump, reservoir, and/or the like, thatsupplies the fluid to the conduit 2510. The fluid source 25122512 isshown as being disposed onboard the lead vehicle 2502, but optionallymay be disposed in another location of the vehicle consist 2500.

During set up of the vehicles 2502, 2504 for operation as the vehicleconsist 2500, brake systems of the vehicle consist 2500 may be tested byreducing the fluid pressure in the conduit 2510 to see if the brakesystems onboard the vehicles 2502, 2504 are engaged. The fluid source2512 may then be activated to at least partially fill the conduit 2510with fluid (e.g., air). As the conduit 2510 is at least partially filledwith fluid, the fluid may flow from the fluid source 2512 along thelength of the conduit 2510.

The flow of this fluid in the conduit 2510 may be sensed by one or moresensor assemblies 2514 in one or more of the remote vehicles 2504. Thesensor assembly 2514 can detect which direction the fluid is flowing inthe conduit 2510 within the remote vehicle 2504. Based on thisdirection, the remote vehicle 2504 can determine the orientation of theremote vehicle 2504. For example, in the illustrated embodiment, thesensor assembly 2514 can detect that the fluid is flowing in the conduit2510 in a direction 2516 that points from a front end 2518 of the remotevehicle 2504 toward an opposite, back end 2520 of the remote vehicle2504. A control unit (described below) of the remote vehicle 2504 candetermine, based at least in part on this detected fluid flow, that thefront end 2518 of the remote vehicle 2504 is facing the lead vehicle2502 and/or that the back end 2520 of the remote vehicle 2504 is facingaway from the lead vehicle 2502. The control unit of the remote vehicle2504 may be programmed with the orientation of the lead vehicle 2502(e.g., which direction the front end and/or back end of the lead vehicle2502 is facing) so that the control unit can automatically determine theorientation of the remote vehicle 2504 relative to the lead vehicle 2502based at least in part on the direction of fluid flow in the conduit2510. In the illustrated embodiment, the control unit can determine thatthe lead vehicle 2502 and the remote vehicle 2504 are facing the samedirection.

FIG. 26 is a schematic view of another embodiment of the vehicle consist2500. In contrast to the embodiment shown in FIG. 25, the vehicleconsist 2500 in FIG. 26 includes the remote vehicle 2504 facing in anopposite direction (e.g., away from the lead vehicle 2502). As the fluidsource 2512 at least partially fills the conduit 2510 with fluid, thefluid may flow from the fluid source 2512 along the length of theconduit 2510 toward the remote vehicle 2504.

The flow of the fluid in the conduit 2510 is sensed by the sensorassembly 2514 in the remote vehicle 2504. Based on this direction, theremote vehicle 2504 can determine the orientation of the remote vehicle2504. In the illustrated embodiment, the sensor assembly 2514 can detectthat the fluid is flowing in the conduit 2510 in the direction 2516 thatnow points from the back end 2520 of the remote vehicle 2504 toward thefront end 2518 of the remote vehicle 2504. While the fluid may flow inthe same direction as in the embodiment shown in FIG. 25, because theremote vehicle 2504 is facing an opposite direction, the sensor assembly2514 can determine that the flow of the fluid in the conduit 2510 is inan opposite direction in the remote vehicle 2504 when compared to theorientation shown in FIG. 25. The control unit of the remote vehicle2504 may be programmed with the orientation of the lead vehicle 2502 sothat the control unit can automatically determine that the lead vehicle2502 and the remote vehicle 2504 are facing opposite directions.

FIG. 27 is a schematic diagram of the remote vehicle 2504 shown in FIG.25 in accordance with one embodiment. The vehicle 2504 includes amonitoring system 2700 that determines the orientation of the vehicle2504 relative to another vehicle 2502 (shown in FIG. 25) in the samevehicle consist 2500 (shown in FIG. 25) based at least in part on thedirection of fluid flow in the fluid conduit 2510 extending into and/orthrough the vehicle 2504. The monitoring system 2700 includes the sensorassembly 2514 and a control unit 2702. The control unit 2702 can includeor represent one or more hardware circuits or circuitry that include,are connected with, or that both include and are connected with one ormore processors, controllers, or other hardware logic-based devices. Thecontrol unit 2702 can be used to control movement of the vehicle 2504,such as by receiving command signals from the lead vehicle 2502 anddetermining how to control a propulsion system 2704 to implement thecommand signals. For example, the control unit 2702 can receive acommand signal that instructs the control unit 2702 to move the remotevehicle 2504 in a first direction 2706 or an opposite, second direction2708. The control unit 2702 can refer to an orientation of the remotevehicle 2504 that is determined based on the direction of fluid flow inthe conduit 2510 (as described above) and determine how to control thepropulsion system 2704 to implement the command signal (e.g., how tocause the remote vehicle 2504 to move in the direction instructed by thecommand signal).

The propulsion system 2704 includes one or more engines, alternators,generators, batteries, transformers, motors (e.g., traction motors),gears, transmissions, axles, or the like, that work to generate movementof the vehicle 2504. The propulsion system 2704 is controlled by thecontrol unit 2702 to move the vehicle 2504. In the illustratedembodiment, the propulsion system 2704 is operatively connected withwheels 2710 of the vehicle 2504 to rotate the wheels 2710 and causemovement of the vehicle 2504. Based on the command signal received atthe remote vehicle 2504 and the orientation of the vehicle 2504, thecontrol unit 2702 can determine how to instruct the propulsion system2704 to move the vehicle 2504. For example, if the command signalinstructs the vehicle 2504 to move in the direction 2706, then thecontrol unit 2702 can refer to the orientation of the vehicle 2504 thatis determined from the fluid flow in the conduit 2510 to determine ifthe front end 2518 is facing toward or away from the direction 2706(and/or if the back end 2520 is facing toward or away from the direction2706). In the illustrated embodiment, the control unit 2702 can controlthe propulsion system 2704 to rotate the wheels 2710 in a clockwisedirection to move the vehicle 2504 in the direction 2706. But, if thecommand signal instructs the vehicle 2504 to move in the direction 2708,then the control unit 2702 can refer to the orientation of the vehicle2504 to rotate the wheels 2710 in a counter-clockwise direction to movethe vehicle 2504 in the direction 2708.

The sensor assembly 2514 can represent one or more sensors that generateoutput (e.g., one or more data signals) that is communicated to thecontrol unit 2702 and that represents the direction in which fluid flowsin the conduit 2510. In one aspect, the sensor assembly 2514 canrepresent one or more air flow meters, mass flow meters, or the like,that are disposed inside the conduit 2510 to detect a direction of theflow of the fluid in the conduit 2510. In another aspect, the sensorassembly 2514 can represent two or more sensors that measurecharacteristics of the fluid flowing in the conduit 2510 to determinethe direction of fluid flow in the conduit 2510. For example, the sensorassembly 2514 can include two or more pressure transducers or othersensors that are sensitive to pressure in the conduit 2510. Thesetransducers can be spaced apart sufficiently far that, as the fluidflows into the conduit 2510, a difference in pressure exists in theconduit 2510 between the locations of the transducers. This pressuredifferential can be output by the sensor assembly 2514 to the controlunit 2702, and the control unit 2702 can examine the pressuredifferential to determine which direction the fluid is flowing in theconduit 2510. For example, the measured pressure may be larger upstreamof the direction of fluid flow in the conduit 2510 than downstream ofthe direction of fluid flow.

In another embodiment, the sensor assembly 2514 represents one or moresensors disposed on the outside (e.g., exterior surface) of the conduit2510. These sensors can monitor one or more characteristics of theconduit 2510, and changes in the one or more characteristics can beexamined by the control unit 2702 to determine which direction the fluidis flowing in the conduit 2510. In one aspect, the one or morecharacteristics can include strain of the conduit 2510. The strain ofthe conduit 2510 can increase as the fluid is filling the conduit 2510.If the strain is larger in one section of the conduit 2510 than another,then the location of the larger strain relative to the location of thesmaller strain (e.g., as measured by different sensors, such as straingauges) can indicate the direction in which the fluid is flowing (e.g.,flowing from the location of larger strain to the location of smallerstrain).

In another aspect, the one or more characteristics can includetemperatures of the conduit 2510. The temperature of the conduit 2510can change as the fluid is filling the conduit 2510 and can be monitoredby the sensor assembly 2514 (which can include thermocouples or othertemperature-sensitive devices). Changes in the temperature can becompared with directions in which the fluid is flowing in the conduit2510, and these changes and corresponding fluid flow directions can bestored in the control unit 2702 (or a memory that is accessible to thecontrol unit 2702). The control unit 2702 can monitor the temperaturechanges detected by the sensor assembly 2514 and determine whichdirection the fluid is flowing in the conduit 2510 from the temperaturechanges.

In another aspect, the one or more characteristics can include sounds ofthe conduit 2510. The flow of fluid in the conduit 2510 can generateaudible sounds that are detected by the sensor assembly 2514 (which caninclude microphones or other devices that are sensitive to sound).Sounds generated by the flow of fluid in the conduit 2510 can bepreviously examined, and these sounds and corresponding fluid flowdirections can be stored in the control unit 2702 (or a memory that isaccessible to the control unit 2702). The control unit 2702 can monitorthe sounds detected by the sensor assembly 2514 and determine whichdirection the fluid is flowing in the conduit 2510 from the sounds.

The vehicle 2504 also includes one or more input and/or output devices2712 (“I/O device” in FIG. 27). The control unit 2702 can receive manualinput from an operator of the vehicle 2504 through the I/O device 2712,which may include a touchscreen, keyboard, electronic mouse, microphone,or the like. For example, the control unit 2702 can receive manuallyinput changes to the tractive effort, braking effort, speed, poweroutput, and the like, from the I/O device 2712. The control unit 2702can present information to the operator using the I/O device 2712, whichcan include a display screen (e.g., touchscreen or other screen),speakers, printer, or the like.

The control unit 2702 can automatically input the orientation of thevehicle 2504 relative to the lead vehicle 2502 without operatorintervention in one embodiment. For example, based on the direction offluid flow in the conduit 2510, the control unit 2702 can determine theorientation of the vehicle 2504 and use this orientation to determinehow to implement command messages received from the lead vehicle 2502without operator intervention. Alternatively, the control unit 2702 candetermine the orientation of the vehicle 2504 based on the direction offluid flow and communicate the orientation to an onboard operator viathe I/O device 2712 and/or to an operator disposed onboard the leadvehicle 2502 for confirmation of the orientation by the operator.

The control unit 2702 is operatively connected with a brake system 2714of the vehicle 2504. The brake system 2714 can include and/or be fluidlycoupled with the conduit 2510. As described above, changes in the fluidpressure in the conduit 2510 can engage or disengage the brake system2714. The control unit 2702 also is operatively connected with acommunication unit 2716. The communication unit 2716 includes orrepresents hardware and/or software that is used to communicate withother vehicles 2502 in the vehicle consist 2500. For example, thecommunication unit 2716 may include an antenna 2718, a transceiver,and/or associated circuitry for wirelessly communicating (e.g.,communicating and/or receiving) command messages described above.

FIG. 28 illustrates a flowchart of a method 2800 for determining vehicleorientation according to one embodiment. The method 2800 can beperformed by the monitoring system 2700 shown in FIG. 27. At 2802, adirection of fluid flowing in the conduit 2510 (shown in FIG. 25) of thevehicle consist 2500 (shown in FIG. 25) is determined. As describedabove, the direction of fluid flow can be measured in a location that isonboard the remote vehicle 2504 (shown in FIG. 25). Optionally, thedirection of the fluid flow can be determined before the vehicle consist2500 leaves to travel along the route 2508 (shown in FIG. 25). Forexample, the direction of the fluid flow can be determined while thevehicle consist 2500 is stationary. At 2804, the orientation of theremote vehicle 2504 relative to another vehicle (e.g., the lead vehicle2502) is determined based at least in part on the direction of fluidflow. For example, the orientation can be determined as facing the sameor opposite direction as the lead vehicle 2502.

As described above, this orientation can be used to determine how toimplement command messages received by the lead vehicle 2502 to preventthe remote vehicle 2504 from working in an attempt to move the remotevehicle 2504 in an opposite direction as the lead vehicle 2502. Instead,the orientation can be used to ensure that the remote vehicle 2504 worksto move the remote vehicle 2504 in the same direction as the leadvehicle 2502. In one embodiment, the vehicles 2502, 2504 may becommunicatively linked with each other to allow the lead vehicle 2502 toremotely control movement of the remote vehicle 2504. The vehicles 2502,2504 may be communicatively linked with each other using the orientationthat is determined. For example, the vehicle 2504 may not accept commandmessages from the vehicle 2502 until the orientation of the vehicle 2504is determined.

One or more embodiments of the inventive subject matter relate tocommunication systems and methods for a vehicle consist comprising aplurality of vehicles. For example, according to one aspect, subsequentto the vehicles being linked in a data network, a first vehicle of theplurality of vehicles is designated as a network lead vehicle of thedata network. As noted above, “network lead vehicle” means a vehicle inthe consist that is primarily responsible for controlling operations ofthe data network in the consist, for example, “network lead railvehicle” (e.g., network lead locomotive) refers to a locomotive or otherrail vehicle in the consist that is primarily responsible forcontrolling operations of the data network in the consist. Further, asecond vehicle of the plurality of vehicles is designated as a networktrail vehicle of the data network. As also noted above, “network trailvehicle” means a vehicle in the consist that is subordinate to thenetwork lead vehicle in regards to one or more aspects of data networkoperation, for example “network trail rail vehicle” (e.g., network traillocomotive) refers to a locomotive or other rail vehicle in the consistthat is subordinate to the network lead rail vehicle in regards to oneor more aspects of data network operation. Network data is communicatedbetween the plurality of vehicles based at least in part on the firstvehicle designated as the network lead vehicle and the second vehicledesignated as the network trail vehicle. Thus, in the case oflocomotives in a rail vehicle consist (for example), embodiments of theinventive subject matter establish an operative communication networkacross the consist through which the locomotives may effectivelycommunicate with one another, including managing services and devicesdeployed on locomotives across the consist.

Reference will be made below in detail to example embodiments of theinventive subject matter, examples of which are illustrated in theaccompanying drawings. Wherever possible, the same reference numeralsused throughout the drawings refer to the same or like parts. Althoughexample embodiments of the inventive subject matter are described withrespect to trains, locomotives, and other rail vehicles, embodiments ofthe inventive subject matter are also applicable for use with vehiclesgenerally, such as off-highway vehicles, agricultural vehicles, and/ortransportation vehicles, each of which may be included in a vehicleconsist. As noted above, a vehicle consist (e.g., locomotive consist) isa group of vehicles (e.g., locomotives) that are mechanically coupled orlinked together to travel along a route, with each vehicle in theconsist being adjacent to one or more other vehicles in the consist.

With reference to FIG. 29, an example communication system 2910 forcommunicating data in a vehicle consist 2912 is shown. The consist 2912may be configured to travel along a route 2914, for example. In thesystem 2910, network data 2916 is transmitted from one vehicle 2918 a inthe consist 2912 (e.g., a lead vehicle 2918 a) to one or more othervehicles 2918 b, 2918 c in the consist (e.g., a trail vehicle 2918 band/or 2918 c). Each vehicle 2918 a-2918 c is adjacent to andmechanically coupled with another vehicle in the consist 2912 such thatall vehicles in the consist are connected (directly or indirectly by wayof one or more non-propulsion-generating vehicles). Network data 2916 isdata that is packaged in packet form, meaning a data packet thatcomprises a set of associated data bits 2920, e.g., Ethernet-formatteddata packets. (Each data packet may include a data field 2922 and anetwork address or other address 2924 uniquely or otherwise associatedwith a computer unit or other electronic component in the consist 2912.)The network data 2916 is transmitted over a locomotive multiple unit(MU) cable bus 2926. The MU cable bus 2926 is an existing electrical businterconnecting the lead vehicle 2918 a and the trail vehicles 2918 b,2918 c in the consist. The MU cable bus 2926 is used in the consist 2912for transferring non-network control information 2928 between vehiclesin the consist. Non-network control information 2928 is data or otherinformation, used in the vehicle consist for control purposes, which isnot packet data. In another aspect, non-network control information 2928is not packet data, and does not include recipient network addresses.

One example of an MU cable bus is shown in more detail and described inconnection with FIGS. 22 and 23.

As indicated in FIG. 29, the vehicle consist 2912 may be part of alarger vehicle system 2960 that includes the vehicle consist 2912, aplurality of non-propulsion-generating vehicles 2962, and possiblyadditional vehicles or vehicle consists (not shown). Eachpropulsion-generating vehicle 2918 a-2918 c in the consist 2912 ismechanically coupled to at least one other, adjacent vehicle in theconsist 2912, through a coupler 2964. The non-propulsion-generatingvehicles 2962 are similarly mechanically coupled together and to thelocomotive consist to form a series of linked vehicles. Alternatively,two or more of the vehicles in the vehicle system and/or vehicle consistmay not be mechanically linked (directly or indirectly) with each other,but may be logically coupled with each other. For example, thesevehicles may not be mechanically connected, but may communicate witheach other to coordinate the movements of the vehicles with each otherso that the vehicles travel together along the route. The non-networkcontrol information may be used for vehicle control purposes or forother control purposes in the train 2960.

The communication system 2910 may comprise respective router transceiverunits 2934 a, 2934 b, 2934 c positioned in the lead vehicle 2918 a andeach of the trail vehicles 2918 b, 2918 c in the vehicle consist 2912.The router transceiver units 2934 a, 2934 b, 2934 c are eachelectrically coupled to the MU cable bus 2926. The router transceiverunits 2934 a, 2934 b, 2934 c are configured to transmit and/or receivenetwork data 2916 over the MU cable bus 2926.

The communications system 2910 shown in FIG. 29 is intended to beillustrative of a communications system that may be utilized inconnection with the embodiments of the inventive subject matterdisclosed below. While this Ethernet over MU communications system (thatutilizes an existing MU cable bus that interconnects the lead vehicleand the trail vehicles) may be utilized in connection with theembodiments of the inventive subject matter described below, theembodiments are not limited to use with an Ethernet over MU system. Theembodiments of the inventive subject matter described below may also beemployed and utilized in connection with a wireless communicationssystem, such as one using radio equipment to facilitate communicationbetween vehicles in the consist. Additionally, the embodiments describedbelow may also be used with a communication system that utilizesdedicated network cables between the linked vehicles in a consist.

Embodiments of the inventive subject matter relate to a system andmethod for determining the network lead vehicle among a plurality ofvehicles in a consist. In an embodiment, the vehicles may belocomotives, although the system and method may also be used inconnection with other vehicles and non-rail vehicles. FIG. 30illustrates an example method 3000 for establishing a network across aplurality of vehicles in a consist, according to one embodiment of theinventive subject matter.

In embodiments, a network lead vehicle is designated to configure allthe services for a respective data network of the vehicles in theconsist, and may be responsible for signal/traffic coordination forvarious devices on board each vehicle. In an embodiment, when a vehicleis by itself such that there are no other vehicles in communication withthe vehicle in a vehicle system or other vehicle consist, the vehicle isdesignated as the network lead vehicle. As the network lead vehicle, thevehicle establishes a set of services and operations that the vehicle iscapable of performing and manages this “network” of a single vehicle.The set of services established and managed by the vehicle may includeconventional available devices, for example, 220 MHz radio gear andcomponents for communication purposes and global positioning system andcomponents, as well as horns, lights and other indicators and systemsutilized during operation of the consist.

In another embodiment, the consist may include more than one vehiclethat is capable of functioning as the network lead vehicle. As shown inFIG. 30, the method includes, at 3002, identifying a plurality ofvehicles in the consist. In such an instance, the vehicles may bemechanically or logically coupled and in communication with one another,such as being linked through a multiple unit cable. If there is morethan one “lead” vehicle, however, such as if a single network leadvehicle has not been designated, then a network conflict may arise whichcould cause network traffic and packets to be missed because of a trailvehicle attempting to find a lead vehicle or a lead vehicle trying tofind a trail vehicle.

Accordingly, in consists containing more than one vehicle that iscapable as functioning as a network lead vehicle, a determination ismade as to which of the vehicles in the consist will be designated, andserve as, the network lead vehicle of the data network for the consist,at 3004.

In an embodiment, the network lead vehicle may be determined by one ormore vehicle parameters or characteristics. In one embodiment, theparameter may be one or more positions of one or more of the vehicles inthe consist. For example, the first vehicle in the consist may bedesignated the network lead vehicle of the data network based on theposition of the vehicle at the head of the consist (relative to adirection of movement or scheduled movement of the consist). Afterdesignating a network lead vehicle, the remaining vehicles in theconsist are designated network trail vehicles, at step 3006. In anembodiment, the operations of designating the network lead and trailvehicles may be carried out automatically subsequent or responsive tothe vehicles being linked to establish the data network. In anembodiment, designating a vehicle as a network lead vehicle includesconfiguring the vehicle for operations as the network lead vehicle andcommunicating status information indicative of this designation asnetwork lead to the other vehicles in the consist, and configuring theother vehicles in the consist as network trail vehicles.

In another embodiment, the lead network vehicle may be designated basedon a temporal sequence of addition to the consist. If a data networkalready exists and has a designated network lead vehicle, other vehiclesthat are subsequently added to the consist may automatically bedesignated as trail vehicles.

In yet another embodiment, the network lead vehicle may be designatedbased upon movement of the vehicles in the consist, such as a globalpositioning system or otherwise determined direction of movement of theconsist. In one embodiment, a vehicle may be designated as the networklead vehicle based on the vehicle being a leading vehicle of the consistin a designated direction of travel of the consist.

In other embodiments, the network lead vehicle may be designated afterthe consist begins moving based upon an algorithm. In this embodiment,global positioning system information (e.g., direction and speed), wheelspeed information, vehicle engineer handle direction information and/orswitch settings for lead/trail or headlight configuration may beutilized by the vehicles to determine and then designate lead and trailvehicles in the consist. In an embodiment, a wheel speed sensor may beutilized to detect and relay wheel speed to at least one availabledevice, such as a controller, onboard at least one of the vehicles. Thesensor may also be configured to sense a direction of the vehicle. Withrespect to engineer handle direction, e.g., handle position, in anembodiment, if the handle is in the forward position and the vehicle istravelling above a threshold speed, then the position of the locomotivesfrom a global positioning system unit (e.g., receiver) can determine thefront, middle and rear of the consist. Given this information, analgorithm can then determine and designate a lead vehicle and one ormore trail vehicles.

In another embodiment, the vehicles within the consist, once linked toestablish a data network, may communicate setup data to one another. Onevehicle in the consist may then be designated as the network leadvehicle in the data network and other vehicles designated as networktrail vehicles based on the setup data. Communication of the setup datamay be carried out automatically subsequent or responsive to thevehicles being linked. In the event that another vehicle is subsequentlyadded to the consist, setup data may be communicated between the addedvehicle and a first vehicle in the consist (which may have beenpreviously designated as network lead vehicle). Based upon the setupdata, the added vehicle may be designated as an additional network trailvehicle. Alternatively, the added vehicle may be designated as thenetwork lead vehicle in conjunction with designating the first vehicleas a network trail vehicle of the data network.

Once the vehicles have been linked to establish a data network, and leadand trail vehicles of the data network have been designated, networkdata may be communicated between the vehicles based at least in part onthe one vehicle designated as the network lead vehicle and one or moreother vehicles designated as network trail vehicles, as describedhereinafter. As alluded to above, designating a single vehicle to serveas the network lead vehicle is important from a controls perspective. Inan embodiment, the designated network lead vehicle may configureservices available to entities in the data network and coordinate datatraffic in the data network. The network lead vehicle may store, createand update the master routing tables relating to services of therespective vehicles in the consist and is also capable of transitioningservices from one vehicle to another, such as from the network leadvehicle to one of the trail vehicles. In addition, the network trailvehicles may request overall network information from the network leadvehicle.

Moreover, by knowing the network lead vehicle, network services can bemanaged across the consist and traffic may be sent to lead or trailvehicles in the consist. For example, in an embodiment, a device on thenetwork lead vehicle may want to utilize a radio on a trail vehiclebecause the radio on the lead vehicle is broken or otherwisenon-functional. By recognizing that the radio of the lead vehicle isnon-functional, and that a trail vehicle has a functioning radio, thenetwork lead vehicle can route radio traffic to the functioning radio onboard the trail vehicle to maintain desired functionality. In addition,the lead vehicle may update the master routing tables such that allradio traffic is routed to the functioning radio, as opposed to thecurrently non-functioning radio on board the lead vehicle.

In an embodiment, the consist data network is established and thenetwork lead vehicle is automatically designated through thecommunication of the vehicles, as described above. Upon being placed incommunication with one another, such as through a MU cable bus,dedicated network cables, through wireless communications, etc., thevehicles determine, according to a predetermined set of commands and inview of one or more vehicle parameters, as described above, whichvehicle will be designated the network lead vehicle and which will thenbe designated trail vehicles.

FIG. 31 is a schematic diagram of a system 3120 for establishing anetwork across a plurality of vehicles in a consist, according to anembodiment of the inventive subject matter. As shown therein, the systemincludes an electronic component such as a first controller unit 3122positioned in a first vehicle 3124 in the consist, and a secondelectronic component such as a second controller 3126 unit positioned ina second vehicle 3128 in the consist and in communication with the firstcontroller unit 29122922 in the first vehicle 3124. The first vehicle3124 is adjacent to and mechanically coupled with the second vehicle3128 though a coupler 2964, as described above. The first controller3122 and second controller 3126 are configured to designate the networklead vehicle and network trail vehicle (s) according to at least oneparameter of the vehicles in the consist, as described above.

In connection with this, the first controller 3122 is configured todesignate one of the vehicles in the data network of the consist as anetwork lead vehicle of the data network and to designate all othervehicles in the consist as network trail vehicles of the data network.Moreover, the first controller unit is further configured to controlcommunications of network data between the lead vehicle and trailvehicles based at least in part on the network lead vehicle and networktrail vehicle designations. In connection with designating network leadand trail vehicles based on at least one parameter of the vehicles, theat least one parameter may be one or more of a position of a firstvehicle relative to one or more other vehicles in the consist, asequence of vehicles added to the consist, or an identification of whichvehicle in the consist is a leading vehicle of the consist in adesignated direction of travel.

In another embodiment, the first controller unit 3122 is configured toautomatically control communication setup data between the first vehicle3124 and one or more second vehicles 3128 after establishment of thedata network in the consist. In addition, the first controller unit 3122may designate the network lead vehicle and trail vehicle(s) based atleast in part on the setup data. In an embodiment, information of theparameter (e.g., sequence of the vehicles added to the consist, or thelike) may be included in the setup data.

Once network lead and trail vehicles are designated (regardless of theexact way such designations are effected) the first controller 3122 isadapted to configure services available to entities in the data networkand to coordinate data traffic in the data network.

As shown in FIGS. 32 and 33, embodiments of the inventive subject matteralso relate to a system and method for managing network services anddevices among a plurality of vehicles in a consist. FIG. 32 illustratesan example method 3200 for managing network services among a pluralityof networked vehicles in a consist, according to an embodiment of theinventive subject matter.

As described above, a vehicle consist includes a plurality of vehiclesthat are mechanically coupled or linked together to travel along a routeand which are in communication with one another such that the vehiclesfunction together as a single unit on a network. As further describedabove, the vehicles may be in communication with one another wirelessly,through dedicated network cables, through an MU cable businterconnecting adjacent vehicles in the consist, etc. In this manner,the on-board available devices of the vehicles may be linked together asa computer data network such that the devices of the vehicles cancommunicate with one another. (As noted elsewhere herein, device refersto an electronic equipment, and service refers to a function performableby the electronic equipment. An available service or device refers to aservice or device that is operably connected for potentially usingnetwork data communicated in the data network, not necessarily that theservice or device is currently operational for doing so.)

In an embodiment, a vehicle consist includes a plurality of vehicles,each having one or more available devices configured for deploymentthereon. The plurality of vehicles includes a lead vehicle, as describedabove, and at least one trail vehicle. Upon joining the vehiclestogether in the consist, in an embodiment, a database of services anddevices available across all the networked vehicles in the consist isconstructed, to avoid conflicts in routing data in the network. In anembodiment, the database is a part of at least one available device(e.g., a monitoring device and/or signal transmitting device) of thelead vehicle and is accessible by at least one of the trail vehicles.The database may also be referred to as a master service list or routinglist. Additional devices or services may be registered/listed in thedatabase as the devices or services are joined to the network, includingthe services and devices/available devices of the lead vehicle.

In an embodiment, the operability of available devices/devices andservices may be automatically determined based on port scan and/ornetwork traffic to/from that component/device, at 3202. One of theavailable devices on the lead vehicle, such as a monitoring device(e.g., controller) and associated database, may orchestrate a periodicscan of available devices (and new devices) to maintain the masterservice and routing list, at 3204. Scanning may include determiningavailable services. Remote router transceiver units, for example, may beutilized to coordinate available services with the monitoring device. Inthis respect, trail vehicles do not need to know anything about thebroad consist network, IP addresses of other vehicles in the consist,etc., but instead simply maintain a list of available services and/ordevices thereon which can be communicated to the lead vehicle of theconsist for compilation in the master device/service list.

Once the routing list/master service list is constructed, variousthreads of software, known as agents, can provide the informationcontained in the list to the devices across the consist, assist thedevices in the routing of messages, and/or provide complete failovercontrol of message routing to trail vehicles, as described herein. Asnoted above, the lead vehicle (or another designated vehicle) in theconsist gathers and maintains the list of available services/devices andis capable of delegating services to trail vehicles (or other delegatevehicles) in the consist.

In an embodiment, the consist also includes a failover mechanism. Anavailable device on the lead vehicle (or other designated vehicle of theconsist), such as the monitoring device (e.g., controller), may alsodetermine, in addition to the services and devices available across allthe vehicles, which devices can or cannot be failed over to workingdevices. In an embodiment, a list of the devices that can/cannot befailed over can be constructed and maintained by the lead vehicle (orother designated vehicle of the consist) by any of device type, IPaddress range, or configuration file setup.

In operation, if a device is designated as a device that can be failedover, then message traffic may be routed according to a routingalgorithm (executed by the monitoring device and/or signal transmittingdevice) to a substantially equivalent device on another vehicle forprocessing, such as at 3206. In an embodiment, the routing algorithm mayuse a method, such as SNMP, to periodically scan to determine if adevice is still operational. If the device is operational, thendata/messages/traffic will continue to be delivered to the device andthe device will be listed with the master service list that the deviceis operational as a candidate that can receive messages/data/trafficfrom another vehicle. As will be readily appreciated, such anoperational status also means that the device is also available toreceive another device's failover messages. For example, if a 220 MHzradio fails on the lead locomotive, the traffic may be automaticallyrouted to a 220 MHz radio on a trailing vehicle to maintainfunctionality for the consist as a whole.

In connection with the system described above, at any point in time, adevice on a vehicle of the consist can request data/messages/traffic tobe routed to an off-board vehicle (e.g., to another vehicle in theconsist). The system (e.g., monitoring device and/or signal transmittingunit) can coordinate that traffic so that traffic is routed between thevehicles, delivered, and then any response routed back again.

With certain systems, such as Ethernet over MU systems, any traffic thatcomes into the Ethernet port of the consist is sent to all the otherEthernet over MU devices, whether desired or not. In contrast to this,the inventive subject matter only routes traffic that is destined foranother vehicle, instead of all traffic.

FIG. 33 is a schematic diagram of a system 3120 for managing networkservices among vehicles in a consist. The consist includes a firstavailable device 3122 positioned in a first vehicle 3124 in the consist,and a second available device 3126 positioned in a second vehicle 3128in the consist. The first and second available devices 3122, 3126 aresubstantially equivalent in function. The system comprises a monitoringdevice 3330 configured for deployment on one of the vehicles in theconsist and to communicate with the first and second available devices3122, 3126. The monitoring device is further configured to determinerespective operational statuses of the first and second availabledevices 3122, 3126. The system further comprises a signal transmittingdevice 3332 configured to communicate with the first and secondavailable devices 3122, 3126 and configured to route data traffic to oneof the first available device 3122 or the second available device 3126when the monitoring unit 3330 determines that the other of the firstavailable device or the second available device is in a failure state.As described above, in an embodiment, the monitoring unit and the signaltransmitting device may be a controller or a computer.

Yet other embodiments of the inventive subject matter relate to ahigh-abailability data network for a vehicle consist, and a method forcreating and maintaining the same. FIGS. 34 and 35 illustrate examplemethods for managing a high-availability network for a vehicle consist.In an embodiment, multiple networks are first created by any one or moreof separate physical pathways (e.g., separate trainline wires or otherseparate cables/conductors), different network keys that allows trafficseparation but network coordination between transmissions, and/orutilization of different encryption technologies so the networks areseparate but such that there is no coordination of traffic betweendevices. In an embodiment, once the hardware (e.g., Ethernet bridgessuch as Ethernet over MU router transceiver units) for the network isestablished, then the network is configured to use the different networkkeys or different encryption technologies to create thehigh-availability network. In another embodiment, the high-availabilitynetwork may be constructed by running separate Ethernet bridge (e.g.,Ethernet over MU) lines adjacent one another.

In connection with the above, in an embodiment, the inventive subjectmatter relates to a method for determining which types of networks areavailable such that traffic can be routed to the correct vehicles in theconsist. Similar to the embodiment described above, at least oneelectronic component monitors an operational status of the networkchannels of each vehicle in the consist, such as at 3402. The leadvehicle (or another designated vehicle) maintains a database/routinglist of what networks/channels are available and operational across eachvehicle in the consist and which are non-operational, such as at 3404,so that traffic can be routed across the consist, at 3406, to desiredvehicles accordingly, as described hereinafter.

First, if a vehicle is present that has only one available network ornetwork channel, e.g., the network channel is not redundant, thencommunications/traffic that are sent and received by the devices on suchvehicle occurs on this network or network channel. Accordingly, becausethe routing list knows that the device on this vehicle only has a singleavailable network or network channel, this network or channel isautomatically selected for any traffic to that vehicle/device.

In an embodiment, for vehicles that have more than one availablechannel/network, the traffic to devices on such vehicles, or across suchvehicles, may be split across both paths, at 3408, and re-ordered at3410, based on time stamp so that no out of order messaging occurs.

In another embodiment, the system may be configured such thatmessages/traffic are always sent across a primary network or networkchannel(s), with status check messages between network communicationdevices (e.g., router transceiver units) to check the integrity of asecondary network or network channel(s) so that messages/traffic may beswitched over to the secondary network or network channel(s) with a highdegree of confidence that the secondary network is available.

In an embodiment, management of the high-availability network involveskeeping track of the communications networks/network channel(s) that areavailable across each vehicle in the consist, from both a configurationand operation standpoint. If vehicle does not have a high-availabilityoption, e.g., only a single network/network channel is operational, thentraffic will always be routed down that particular channel, as describedabove. In contrast, if a vehicle does have another network/networkchannel, an available device will periodically check for the operabilityof the alternate network or channel, as well as notify the lead vehicle(or other designated vehicle of the consist, e.g., network lead vehicle)of the success or failure (operability or non-operability) of thatchannel. Traffic that may appear back at the source over the otherchannel(s) accidentally may also be filtered out of the overall trafficthat is supposed to be received, by analyzing the packets' routinginformation.

FIG. 36 is a schematic diagram of a system 3620 for managing networkservices among vehicles in a consist. As shown therein, the system 3620includes a first plurality of communication channels (or networks),e.g., channels 3622, 3624, 3626, associated with a first vehicle 3628, asecond plurality of communication channels (or networks), e.g., channels3630, 3632, 3634 associated with a second vehicle 3636, and a routingunit 3638 configured to communicate over the first and secondpluralities of communication channels (3622, 3624, 3626 and 3630, 3632,3634). The routing unit 3638 is configured for routing a message throughat least one of the first plurality of communication channels 3622,3624, 3626 of the first vehicle 3628 or at least one of the secondplurality of channels 3630, 3632, 3634 of the second locomotive 3636 independence upon respective operational statuses of the first and secondpluralities of communication channels (3622, 3624, 3626 and 3630, 3632,3634).

As shown in FIGS. 37 and 38, other embodiments of the inventive subjectmatter to relate to a method and system for handling IP addressing (orother network addressing) between multiple vehicle networks or multiplevehicles in a consist having the same IP address or other networkaddress. As will be readily appreciated, when a vehicle is connected toanother vehicle, it is possible that the vehicles will have the same IPaddress (static or dynamic). In order to have vehicles with the same IPaddress co-exist on the same network, in one or more embodiments, an IPaddress configuration method is utilized to resolve the conflict.

In an embodiment, a method for configuring IP addresses for vehicles ina consist includes utilizing fixed but configurable IP addresses so thatthe vehicles can all be on the same subnet (e.g., WAN-type subnet). Thiswill allow for communications between vehicles as long as thecommunications are routed to the same subnet. In the method, for thelast octet of the IP address, a vehicle will use a MAC address entry(e.g., fixed) to translate and determine the last octet. For example, aMAC address of xx-xx-xx-xx-10 would correspond to using an IP address ofxxx.xxx.xxx.16. In another embodiment, the vehicle system ID may beutilized, however, conflicts may still manifest. Accordingly, in orderto resolve duplicates in vehicle system ID items, a customer number maybe used.

In any event, it is possible that IP address conflicts between vehiclesin a consist may still be encountered. Accordingly, the inventivesubject matter also relates to a method for resolving a conflict betweenIP addresses of vehicles. FIG. 37 illustrates an example method 3700 forresolving a conflict between IP addresses of vehicles in a consist. Themethod includes the steps of determining that a first vehicle in theconsist has an IP address that is the same as the IP address of a secondvehicle in the consist (at 3702), identifying an unused IP address (at3704), and assigning the unused IP address to either the first vehicleor the second vehicle (at 3706). An unused IP address may be identifiedby listening for an unused IP address on the channel.

In another embodiment, the conflict may be resolved by using a differentMAC address entry for the IP address determination in event of aconflict for the conflicting vehicles. In another embodiment, the IPaddress conflict may be resolved by using signal level or any otherdynamic but specific factor in determining a difference between theEthernet over MU units so a decision can be made as to which vehicleshould move to another IP address.

FIG. 38 is a schematic diagram of a system 3820 for resolving a conflictbetween IP addresses of vehicles in a consist. As shown therein, thesystem includes a conflict determination module 3822 configured fordeployment on and/or in communication with a first locomotive 3824having a first IP address and a second vehicle 3826 having a second IPaddress, and configured to determine that the first IP address is thesame as the second IP address and a controller 3828 configured fordeployment on at least one of the first vehicle 3824 and the secondvehicle 3826 and further configured for identifying an unused IPaddress. The controller 3828 or other available device can assign theunused IP address to one of the first vehicle 3824 and the secondvehicle 3826. In an embodiment, the controller 3828 may function as theconflict determination module 3822.

FIG. 39 is a schematic diagram of a vehicle system 3900 according to anembodiment. The vehicle system 3902 may be defined or formed by threepropulsion-generating vehicles 3902, 3904, 3906, including a firstvehicle 3902, a second vehicle 3904, and a third vehicle 3906 thattravel with coordinated movements along a route 3908. The second vehicleis disposed between the first and third vehicles. The first vehicle isdisposed in front of the other two vehicles relative to a direction oftravel 3910 of the vehicle system on the route.

In the illustrated embodiment, the vehicles 3902, 3904, 3906 may bemechanically disconnected from each other, such that the vehicles arenot directly or indirectly mechanically coupled or linked. As shown, thevehicles are spaced apart from each other along the length of the route.Because the vehicles are spaced apart and not mechanically connected,tractive efforts or braking efforts of any one of the vehicles do notexert forces on the other vehicles. Instead, the vehicles are logicallyconnected. For example, the vehicles may wirelessly communicate witheach other to coordinate the movements of the vehicles with each otherso that the vehicles travel together along the route.

The vehicles may be arranged in a distributed power arrangement. Forexample, the first vehicle 3902 may be designated as a lead vehicle thatissues command messages to the second and third vehicles to control themovement of the second and third vehicles. The second vehicle isreferred to herein as a first remote vehicle, and the third vehicle isreferred to herein as a second remote vehicle. The vehicle system in theillustrated embodiment may be similar to the vehicle system 102 shownand described with reference to FIG. 1. The lead vehicle wirelesslycommunicates the command messages to the remote vehicles viacommunication links. Prior to the vehicle system traveling along theroute with coordinated movements of the vehicles, the communicationlinks between the lead vehicle and the two remote vehicles must beestablished.

To establish the communication links between the lead vehicle and theremote vehicles, the lead vehicle may wirelessly communicate a linkingmessage to each of the remote vehicles. In an embodiment, the linkingmessage communicated to the first remote vehicle is a first linkingmessage, and a different, second linking message is communicated to thesecond remote vehicle. The first linking message includes a vehicleidentifier (e.g., a first vehicle identifier) that is uniquelyassociated with the first remote vehicle. The second linking messageincludes a vehicle identifier (e.g., a second vehicle identifier) thatis uniquely associated with the second remote vehicle. For example, thevehicle identifiers may be road identification numbers (e.g., road IDs),vehicle identification numbers (VINs), registration numbers, licenseplate numbers, or the like. Each identifier is uniquely associated withonly one corresponding vehicle, such that the identifier may not beassociated with or otherwise identify other remote vehicles. Optionally,instead of communicating two different linking messages to the remotevehicles, the lead vehicle may communicate a single linking message thatincludes both the vehicle identifier associated with the first remotevehicle and the vehicle identifier associated with the second remotevehicle. The linking messages may be generated to omit any vehicleidentifiers that are associated with vehicles other than the specificremote vehicles currently arranged as components of the vehicle system.

At the remote vehicle that receives linking message, if the vehicleidentifier in the linking message matches, is associated with, orotherwise identifies the remote vehicle, then the remote vehicle maycommunicate a linking confirmation message back to the lead vehicle.This linking confirmation message may be wirelessly communicated to thelead vehicle. The communication link between the lead vehicle and eachof the remote vehicles may be established responsive to the linkingmessage being received by the remote vehicle and the confirmationmessage communicated by the remote vehicle being received by the leadvehicle. Alternatively, the communication link between the lead and eachof the remote vehicles may be established once the linking message isreceived at the remote vehicle, without requiring a linking confirmationmessage received back at the lead vehicle.

In contrast to some known systems, operators are not required to enteronboard the remote vehicles or otherwise be present at the remotevehicles to identify these remote vehicles to the lead vehicle. Instead,the remote vehicles according to embodiments described herein can beidentified by a separate system such that the operators do not need tobe present at the remote vehicles to determine which remote vehicles arein the vehicle consist. Thus, communication links between the lead andremote vehicles may be established without requiring operators to enteronboard the remote vehicles. In addition, embodiments described hereinmay enable automated identification of the remote vehicles to the leadvehicle. For example, the separate system may automatically communicatethe vehicle identifiers associated with the specific remote vehicles inthe vehicle system to the lead vehicle. Thus, the communication linksbetween the lead and remote vehicles may be established withoutrequiring operators to manually enter or input data that identifies theremote vehicles, such as the vehicle identifiers, into a computer orother input device. For example, according to at least one embodiment,the communication links between the lead and remote vehicles may beestablished upon detecting a single input selection or actuation of aninput device operably connected to the lead vehicle, such as a singlepush of a button. Consequently, considerable time and effort can besaved by not requiring the operators to enter onboard the remotevehicles or manually enter data into the computing hardware of thevehicle system.

The vehicles in the vehicle system may be rail vehicles, on-roadvehicles, off-road vehicles, water-based vehicles, or the like. Forexample, the vehicles may be locomotives and the route may be a railroadtrack. In another example, the vehicles may be automobiles or trucksthat are configured to drive on roadways, such as public highways andstreets. In yet another example, the vehicles may be off-road trucks,such as mining trucks, construction vehicles, or the like, that are notdesignated and/or permitted for driving on public roadways.

Each of the vehicles may include a respective first vehicle controlsystem 3912 and a second vehicle control system 3914. The DP commandmessages are communicated using the first vehicle control systems of thevehicles. For example, the first vehicle control system of the leadvehicle may wirelessly communicate a command message to the first andsecond remote vehicles. The command message may include a specifictractive setting or brake setting to be applied by the remote vehiclesat a designated time or location. The first vehicle control systems ofthe remote vehicles may control the movement of the remote vehicles toimplement the specific tractive setting or brake setting received in thecommand message. Thus, the first vehicle control systems are configuredto provide intra-vehicle system communications for coordinating controlof the vehicle system.

The second vehicle control systems 3914 may be configured to communicatewith off-board systems, and may control movement of the vehicle systembased on information received from the off-board systems. The secondvehicle control system is configured to restrict movement of thevehicles based at least in part on the location of the vehicles alongthe route, such as the location relative to localities, other vehiclesystems, route segments or blocks, work zones, speed restricted zones,and/or the like. In an embodiment, the second vehicle control system mayrestrict movement of the lead vehicle based on the location of the leadvehicle, and may restrict movement of one or more remote vehicles basedon the locations of the one or more remote vehicles. The locations ofthe lead vehicle and the one or more remote vehicles may be different.In another embodiment, the second vehicle control system may determinethat movement of the lead vehicle should be restricted based on thelocation of the lead vehicle, but may determine that movement of one ormore remote vehicles may not be restricted based on the locations of theone or more remote vehicles. For example, the lead vehicle may beautomatically controlled to operator according to a first set ofoperating conditions based on the location of the lead vehicle, and theremote vehicle(s) may be automatically controlled to operate accordingto a second set of operating conditions based on the location of theremote vehicle(s).

In an embodiment, the second vehicle control system on each vehicle maybe a positive train control (PTC) system. The second vehicle controlsystems in FIG. 39 are configured to receive information from anoff-board signaling system 3916 that includes wayside devices 3918disposed proximate to the route. The wayside devices 3918 may betransponders or beacons that wireless communicate with the vehicles viathe second vehicle control systems. The wayside devices 3918 may bedisposed at predetermined locations along the route, such as at regularintervals, at the junctions between block segments, at terminals orstations (e.g., for departures and/or arrivals), and/or the like.

According to an embodiment, the lead vehicle may automatically determinethe vehicle identifiers for the remote vehicles in the vehicle system byreceiving the vehicle identifiers from the second vehicle control systemon one or more of the vehicles. For example, the second vehicle controlsystem 3914 may communicate a list of plural vehicle identifiers to thefirst vehicle control system 3912. The particular vehicle identifiers ofthe first and second remote vehicles may be included in the list. Priorto communicating the list to the first vehicle control system, thesecond vehicle control system may receive the list from at least one ofthe off-board systems, such as the signaling system 3916. Optionally,the second vehicle control system may communicate with the first vehiclecontrol system to convey additional information besides the vehicleidentifiers. For example, information about the vehicle system and theremote vehicles thereof can be determined and/or confirmed by the secondvehicle control system, as described herein.

FIG. 40 is a schematic diagram of a propulsion-generating vehicle 4002according to an embodiment. The vehicle 4002 may be one of the vehicles3902, 3904, 3906 of the vehicle system 3900 shown in FIG. 39. Forexample, the vehicle 4002 may be the lead vehicle 3902. The vehicle 4002may include a first vehicle control system 4004, a second vehiclecontrol system 4006, a propulsion subsystem 4008, an input device 4010,and an output device 4012.

The propulsion subsystem 4008 provides tractive effort and/or brakingeffort of the propulsion-generating vehicle. The propulsion subsystemmay include or represent one or more engines, motors, alternators,generators, brakes, batteries, turbines, and the like, that operate topropel the vehicle under the manual or autonomous control that isimplemented by first vehicle control system 4004 and/or the secondvehicle control system 4006. For example, either of the control systems4004, 4006 can generate control signals that are used to autonomouslydirect operations of the propulsion subsystem, and therefore controlmovement of the vehicle.

The input device 4010 and the output device 4012 are operably coupled tothe first vehicle control system 4004. The input device may include orrepresent a touchscreen, keyboard, electronic mouse, joystick, handheldcontroller, microphone, or the like. The first vehicle control systemcan receive manual input from an operator of the propulsion-generatingvehicle through the input device. For example, the control unit 402 canreceive manually input changes to the tractive effort, braking effort,speed, power output, and the like, from the input device. The controlunit may receive a single instance of an actuation of the input deviceto initiate the establishment of communication links between the leadand remote vehicles in the vehicle system. For example, instead ofhaving one or more operators go onboard lead and remote vehicles of aconsist to establish communication links for the remote control of theremote vehicles by the lead vehicles, an operator may go onboard thelead vehicle and press a single button or other input device one time tocause the lead vehicle to communicate linking messages to the remotevehicles to establish the communication links. The output device mayinclude or represent a display screen, such as a monitor, that providesa visual user interface to the operator at the lead vehicle. The outputdevice optionally may include other components, such as audio speakers,haptic or vibration elements, or the like.

The first vehicle control system may include one or more processors4014, a memory storage device 4016 (referred to herein as memory)operably connected to the one or more processors, and a communicationdevice 4018 operably connected to the one or more processors. Althoughthe one or more processors 4014, the memory 4016, and the communicationdevice 4018 are shown in FIG. 40 commonly disposed within a boxrepresenting the first vehicle control system, one or more of thesecomponents may be physically spaced apart from each other. For example,the box representing the first vehicle control system may indicate agroup and may not represent a physical housing that commonly houses thecomponents together.

The one or more processors 4014 may be the same or similar to thecontrol unit 402 shown in FIG. 3. For example, the one or moreprocessors may control operations of the vehicle. The one or moreprocessors can include or represent one or more hardware circuits orcircuitry that include, are connected with, or that both include and areconnected with one or more, processors, controllers, or other hardwarelogic-based devices. The processors may operate based on programinstructions (e.g., software) stored within the memory. The memory 4016may be the same or similar to the memory 412 shown in FIG. 3. The memorycan represent an onboard device that electronically and/or magneticallystores data. For example, the memory may represent a computer harddrive, random access memory, read-only memory, dynamic random accessmemory, an optical drive, or the like.

The communication device 4018 may be the same or similar to thecommunication unit 410 shown in FIG. 3. For example, the communicationdevice includes or represents hardware and/or software that is used tocommunicate with other vehicles in the vehicle system, such as theremote vehicles in the DP arrangement. The communication device mayinclude a transmitter and receiver or an integrated transceiver, anantenna 4020, and associated circuitry for wirelessly communicating(e.g., communicating and/or receiving) linking messages, commandmessages, linking confirmation messages, reply messages, retry messages,repeat messages, or the like. Optionally, the communication deviceincludes circuitry for communicating the messages over a wiredconnection, such as an electric multiple unit (eMU) line, a catenary orthird rail of an electrically powered route, or another conductivepathway between or among the propulsion-generating vehicles. The one ormore processors may control the communication device by activating thecommunication device.

The second vehicle control system 4006 may include a speed control unit4022, a memory storage device (i.e., memory) 4024, a communicationdevice 4026, and a navigation sensor suite 4028. The speed control unitincludes one or more processors that operate based on programinstructions stored in the memory 4024. The communication device 4026may be similar to the communication device 4018. For example, thecommunication device 4026 may include a transmitter and receiver or anintegrated transceiver, an antenna 4030, and associated circuitry forwirelessly communicating (e.g., communicating and/or receiving) withother vehicles and/or off-board systems, such as the signaling system3916 and the wayside devices 3918 thereof shown in FIG. 39. Thenavigation sensor suite 4028 may include one or more sensors that areconfigured to generate operating parameters of the vehicle and/orlocation information of the vehicle. For example, the sensors in thesuite may include a global positioning system (GPS) device, amagnetometer or digital compass, a speed sensor, an inertial sensor,and/or the like.

In an embodiment, the second vehicle control system 4006 can representone or more components of a positive train control (PTC) system and isreferred to herein as a PTC system. The PTC system is configured totrack the location of the vehicle along a route and automaticallyenforce any speed or movement restrictions based on the location of thevehicle. The PTC system may automatically prevent unwarranted movementof the vehicle system based on travel restriction information receivedfrom an off-board system, such as the wayside signaling system 3916. Forexample, the PTC system determines the current location and speed of thevehicle system, compares the location and speed to a speed limit orother movement restriction that is associated with the current locationof the vehicle along the route, and determines if speed adjustment orother movement adjustment is necessary based on the comparison. Thetravel restriction information may include upper speed limits, lowerspeed limits, identification of restricted areas into which the vehiclesystem is not permitted to enter, identification of permitted areaswhich the vehicle system is not permitted to leave, and/or the like. Therestricted areas may represent locations of vehicle collisions, routemaintenance or other work zones, quiet zones, or the like. The travelrestrictions may be dynamically updated and received by thecommunication device of the PTC system from the wayside devices. Thetravel restrictions may be stored in the memory of the PTC system.

In response to determining that the vehicle system is in violation of atravel restriction, the speed control unit of the PTC systemautomatically communicates a command message to modify the movement ofthe vehicle system. For example, upon determining that the vehicle istraveling in excess of an upper speed limit along a designated area ofthe route, the PTC system may automatically control the propulsionsubsystem to slow the speed of the vehicle to a speed below the upperspeed limit. The PTC system may also communicate these commands to theother vehicles in the vehicle system to enable the vehicle system toslow down in a coordinated manner. Based on the travel restrictions andmovement authorities, the PTC system may be configured to prevent thevehicle system from entering a designated restricted area, prevent thevehicle system from exiting a designated permitted area, prevent thevehicle system from traveling faster than an upper speed limitassociated with the location of the vehicle system, prevent the vehiclesystem from traveling slower than a lower speed limit associated withthe location of the vehicle system, and/or the like.

In a non-limiting example, the communication device 4026 of the PTCsystem may receive PTC status messages as the vehicle system travelsalong the route. The PTC status messages are received from off-boardsystems, such as wayside devices of a signaling system. The PTC statusmessages may include various information, such as the current locationof the vehicle system (e.g., either absolute location or relative to areference point such as a destination), enforceable travel restrictionsalong the upcoming section or sections of the route (e.g., speed limitsor the like), information about the vehicles in the vehicle system(e.g., including vehicle identifiers associated with the vehicles),and/or the like. The information from the PTC status messages may bestored in the memory 4024. The memory may also store a route databasethat provides information about the route, such as grade, speed limits,etc. The information received in the PTC status messages may be used toupdate the route database in the memory to reflect current, up-to-datetravel conditions. The PTC status messages may be wirelessly receivedover a wireless network provided by the wayside devices.

As the vehicle system travels, the PTC system may monitor the speed ofthe vehicle system based on speed measurements generated by a speedsensor of the navigation sensor suite 4028. The PTC system also monitorsthe location of the vehicle system along the route. The location may bedetermined by a GPS device of the sensor suite based on data receivedfrom a one or more satellites. Alternatively, the location may bedetermined based on monitored proximity of the vehicle system to knownreference points, such as the wayside devices of the signaling system atdesignated locations. Furthermore, the speed of the vehicle system maybe determined by measuring the time it takes for the vehicle system totravel a designated distance and/or by measuring the distance traveledin a designated amount of time, instead of relying on a speed sensor.The speed control unit of the PTC system may autonomously adjust themovement of the vehicle system in response to determining that thevehicle system does, or will, violate at least one of the travelrestrictions to cause the vehicle system to stop violating, or preventthe vehicle system from violating, the travel restrictions.

In an embodiment, the PTC system 4006 on the lead vehicle 4002 maydetermine the movement adjustments to be made based on the travelrestrictions along the route. The PTC system on the lead vehicle maycommunicate with the remote vehicles of the vehicle system to coordinatemovements by utilizing the communication device 4018 of the firstvehicle control system 4004. For example, the communication device 4018may communicate with the remote vehicles via the communications linksthat are established as described herein. Therefore, the PTC system 4006may cooperate with the vehicle control system 4004 to autonomouslycoordinate control of the vehicles in the vehicle system.

FIG. 41 is schematic diagram of a communication system 4100 according toan embodiment. The communication system 4100 includes a vehicle controlsystem 4102 of a lead vehicle, an onboard PTC system 4103, an inputdevice 4104, a vehicle control system 4106 of a first remote vehicle, avehicle control system 4108 of a second remote vehicle, and an off-boardsignaling device 4110. The vehicle control system 4102 may represent thefirst vehicle control system 4004 shown in FIG. 40 and/or the firstvehicle control system 3912 of the lead vehicle 3902 in the vehiclesystem 3900 shown in FIG. 39. The PTC system 4103 may represent thesecond vehicle control system 4006 shown in FIG. 40 and/or one or moreof the second vehicle control systems 3914 of the vehicles 3902, 3904,3906 shown in FIG. 39. The input device 4104 may represent the inputdevice 4010 shown in FIG. 40. The vehicle control system 4106 of thefirst remote vehicle may represent the vehicle control system 3912 ofthe first remote vehicle 3904 in FIG. 39. The vehicle control system4108 of the second remote vehicle may represent the vehicle controlsystem 3912 of the second remote vehicle 3906 in FIG. 39. The off-boardsignaling device 4110 may represent one of the wayside devices 3918shown in FIG. 39 or a wireless communication device at a station,dispatch facility, or the like.

The diagram in FIG. 41 illustrates a one-button linking procedureaccording to an embodiment for establishing communication links betweenthe vehicles of a common vehicle system. For example, the lead vehicle,the first remote vehicle, and the second remote vehicle may representvehicles of a common vehicle system. The communication links areestablished for providing distributed power communications and/or othertypes of communications between the vehicles. Although FIG. 41illustrates establishing communication links between the lead vehicleand two remote vehicles, the linking procedure described herein can alsobe used to establish communication links between the lead vehicle andother vehicles and equipment, such as additional vehicles of the vehiclesystem, wayside devices, and/or the like. The PTC system 4103 is onboardthe vehicle system and is configured to restrict movement of the vehiclesystem based at least in part on a location of the vehicle system. Theone-button linking procedure is configured to establish communicationlinks between the propulsion-generating vehicles of the vehicle systemwithout requiring operator intervention other than to initiate theprocedure.

In the illustrated embodiment, the PTC system 4103 is configured toprovide vehicle information to the vehicle control system 4102 of thelead vehicle that the vehicle control system utilizes to initiallycontact the remote vehicles for subsequently establishing thecommunication links. The PTC system onboard the vehicle system mayreceive the vehicle information from the off-board signaling device oranother off-board source. The PTC system may receive the vehicleinformation within a PTC status message 4112. The vehicle informationwithin the PTC status message 4112 may include the vehicle identifiersuniquely associated with the particular vehicles of the vehicle system.Optionally, the PTC status message may also include additional vehicleinformation, such as determined orientations of the vehicles, adetermined order of the vehicles, determines distances between thevehicles, and/or the like. Besides the vehicle information, the PTCstatus messages may include additional information, such as trip statusinformation and route information. The trip status information mayinclude a current location of the vehicle system relative to a plannedroute between a designated departure location and a designateddestination location. The route information concerns upcoming sectionsof the route, such as any updated travel restrictions (e.g., sloworders, modified speed limits, restricted areas, etc.) through theupcoming sections of the route.

The PTC system may provide a list of vehicle identifiers 4114 to thevehicle control system of the lead vehicle. The list includes thevehicle identifiers associated with the remote vehicles in the vehiclesystem. The list optionally may also include vehicle identifiersassociated with other vehicles that are not in the vehicle system. Thevehicle control system of the lead vehicle may store the vehicleidentifiers in a memory of the vehicle control system (e.g., the memory4016).

The vehicle control system of the lead vehicle is configured to detectwhen an operator actuates the input device 4104. For example, the inputdevice is operably coupled to the vehicle control system. In response tothe operator actuating the input device, the input device may convey anactuation signal 4116 to the vehicle control system. The actuation ofthe input device refers to a specific action that is configured toinitiate the linking procedure between the vehicles. The action mayinclude or represent pushing a button or key, pressing a virtual buttonon a touchscreen or a touchpad, flipping a switch, turning a key,rotating a dial, or the like. The actuation signal 4116 may betransmitted in response to a single instance of the operator actuatingthe corresponding input device or element thereof. For example, a singlepush of a button designated for initiating the linking procedure may beall that is required to transmit the actuation signal.

In response to receiving the actuation signal and/or detecting theoperator actuation of the input device, the vehicle control system ofthe lead vehicle is configured to determine whether or not the vehiclecontrol system has received the vehicle identifiers for the remotevehicles in the vehicle system from the PTC system. For example, thevehicle control system may scan the memory of the vehicle control system(e.g., the memory 4016) to search for the vehicle identifiers. If therelevant vehicle identifiers have not been received from the PTC system,the vehicle control system may be configured to communicate a vehicleinformation request message 4118 to the PTC system. The vehicleinformation request message prompts the PTC system to send the list ofvehicle identifiers 4114 to the vehicle control system. Once the vehiclecontrol system has obtained the vehicle identifiers, either from thelocal memory or by requesting the PTC system for the list, the vehiclecontrol system is configured to generate and communicate one or morelinking messages.

Optionally, the PTC system may provide additional vehicle information tothe vehicle control system of the lead vehicle, such as locationparameters of the remote vehicles in the vehicle system, orientationparameters of the remote vehicles in the vehicle system, and the like.For example, the navigation sensor suite 4028 shown in FIG. 40 mayinclude a digital compass or magnetometer that is configured todetermine an orientation of the remote vehicles. Optionally, each of theremote vehicles may include a magnetometer mounted onboard. The signalsgenerated by the magnetometer on the first remote vehicle may betransmitted to the PTC system onboard the lead vehicle either directlyor indirectly via other vehicles and/or off-board signaling devices. ThePTC system may provide the orientation parameters of the remote vehiclesto the vehicle control system with the vehicle identifiers forvalidating that the remote vehicles are properly oriented (e.g.,commonly facing a direction of travel). In another example, the PTCsystem may provide location parameters of the remote vehicles to thevehicle control system with the vehicle identifiers and/or theorientation parameters. The location parameters may indicate adetermined location of each remote vehicle in absolute terms using GPScoordinates or relative to a reference, such as a distance or number ofvehicles separating each remote vehicle from a front vehicle in thevehicle system and/or a back vehicle in the vehicle system. The locationparameters may be utilized by the vehicle control system to validate adesignated vehicle makeup. For example, if the location parameter of agiven remote vehicle differs from an intended location of the remotevehicle designated in a trip schedule, the vehicle control system maygenerate an alert to notify an operator of the discrepancy prior toembarking on the trip.

In an embodiment, the vehicle control system of the lead vehiclecommunicates a first linking message 4120 to the vehicle control system4106 of the first remote vehicle. The first linking message includes thevehicle identifier associated with the first remote vehicle. The vehicleidentifier may be a road identification number of the first remotevehicle, a VIN number, a license or registration number, and/or thelike. The vehicle control system of the lead vehicle also communicates asecond linking message 4122 to the vehicle control system 4108 of thesecond remote vehicle. The second linking message includes the vehicleidentifier associated with the second remote vehicle. For example, thefirst linking message may be addressed to the vehicle identifier of thefirst remote vehicle, and the second linking message may be addressed tothe vehicle identifier of the second remote vehicle. The first andsecond linking messages may be wireless messages that are communicatedby the communication devices (e.g., devices 4108) of the respectivevehicles using antennas and associated hardware components andcircuitry.

In an embodiment, upon receiving the first linking message 4120, thevehicle control system of the first remote vehicle is configured tovalidate that the vehicle identifier included in the first linkingmessage matches the (known) vehicle identifier of the first remotevehicle. For example, if the vehicle identifier does not match the knownidentifier of the first remote vehicle, then the linking message mayhave been sent to the wrong vehicle or the first remote vehicle may bean unintended recipient of the linking message. Upon validating that thevehicle identifier in the first linking message matches the identifierof the first remote vehicle, the vehicle control system of the firstremote vehicle may communicate a wireless confirmation message 4124 backto the lead vehicle. Similarly, the vehicle control system of the secondremote vehicle may also communicate a wireless confirmation message 4126to the lead vehicle in response to receiving the second linking message4122 and validating that the vehicle identifier included in the linkingmessage matches the identifier of the second remote vehicle. Theconfirmation messages may identify the respective vehicle that is thesource of the confirmation message. Optionally, the confirmationmessages may also provide an indication that the vehicle identifiersmatched the recipient vehicles.

In response to receiving each confirmation message, the vehicle controlsystem of the lead vehicle is configured to establish a communicationlink with the corresponding remote vehicle that communicated theconfirmation message. The linking messages and confirmation messages mayrepresent a bilateral handshake between the vehicle control systems ofthe vehicles attempting to establish communication links. The receipt ofthe confirmation message at the lead vehicle indicates that thecorresponding remote vehicle has the capability to successfully receivemessages from the lead vehicle (or else would not know to send theconfirmation message) and also has the capability to successfullycommunicate messages to the lead vehicle (or else the confirmationmessage would not have been received).

The communication link may be established to enable subsequentcommunications between the lead vehicle and the corresponding remotevehicles. Once the communication links are established, the vehiclecontrol systems of the vehicles may communicate with each other via thecommunication links without requiring any additional actuation of theinput device, communication of linking messages with vehicleidentifiers, or the other components of the diagram shown in FIG. 41.For example, the vehicle control system of the lead vehicle maycommunicate command messages to the remote vehicles via thecommunication links. The command messages may control the movement ofthe remote vehicles by instructing the remote vehicles to implementdesignated tractive settings and/or brake settings. The command messagesenable the vehicles of the vehicle system, which may be spaced apartfrom each other and disconnected from each other, the coordinatemovements as the vehicle system travels along a route. The communicationlinks may refer to specific frequencies, frequency ranges, channels,and/or the like upon which the lead vehicle may communication with eachof the remote vehicles. In an embodiment, the lead vehicle maycommunicate with the first remote vehicle using a differentcommunication link than the lead vehicle communicates with the secondremote vehicle to provide customized command messages to each of theremote vehicles over different communication links.

In an alternative embodiment, the vehicle control system may communicatea single, common linking message to both of the remote vehicles, and thelinking message includes both of the vehicle identifiers associated withthe remote vehicles. For example, the vehicle control system maybroadcast the single linking message for receipt by the remote vehicleswithin a designated range of the lead vehicle. In another alternativeembodiment, the communication link may be established without receivingthe confirmation message. For example, receipt of the linking messagesat the corresponding remote vehicles and validation of the vehicleidentifiers within the linking messages may be sufficient to establishthe communication links. Optionally, the linking messages may includeinstructions about how to set up or utilize network communications toestablish the communication links. Instead of communicating theconfirmation messages, the vehicle control systems of the remotevehicles may be configured to follow the instructions contained withinthe linking messages for establishing the communication links.

FIG. 42 is a flowchart for a method 4200 of establishing communicationlinks between vehicles according to an embodiment. The method may beperformed in whole or at least in part the vehicle control system of alead vehicle in a distributed power arrangement within a vehicle system.The method according to other embodiments may include additional stepsthan shown in FIG. 42, fewer steps than shown in FIG. 42, a differentorder of the steps shown in FIG. 42, or at least one different step thatis not shown in FIG. 42.

At step 4202, actuation of an input device is detected. The actuationmay include or represent a single instance of an operator actuating theinput device. The actuation may be detected by receiving an actuationsignal from the input device. The operator may actuate the input deviceto initiate a procedure for linking the vehicles in the vehicle system.

At step 4204, it is determined whether vehicle identifiers (“IDs” inFIG. 42) have been received from a PTC system. Each of the vehicleidentifiers is associated with a different vehicle. If the vehicleidentifiers have not yet been received, the method proceeds to step4206. At step 4206, a vehicle information request message iscommunicated to the PTC system. The vehicle information request messagemay be communicated via a conductive, wired pathway between the PTCsystem and the vehicle control system onboard the lead vehicle. Thevehicle information request message prompts the PTC system to send thevehicle identifiers to the vehicle control system. The PTC system mayhave the vehicle identifiers because the PTC system received theidentifiers in a PTC message from an off-board source, such as a waysidesignaling system. After communicating the vehicle information requestmessage, the method returns to 4204 to wait for the vehicle identifiersto be received from the PTC system. The PTC system may send the vehicleidentifiers in a list that include plural vehicle identifiers. Once thevehicle identifiers are received, the identifiers may be stored on amemory of the vehicle control system.

At step 4208, once it is determined that the vehicle identifiers havebeen received from the PTC system, a linking message is generated. Thelinking message includes the vehicle identifier that is associated witha first remote vehicle of the same vehicle system as the lead vehicle.At step 4210, the linking message is communicated to the first remotevehicle. The linking message may be wirelessly communicated, such astransmitted or broadcast, by a wireless communication device of thevehicle control system onboard the lead vehicle. At 4212, after sendingthe linking message, it is determined whether a confirmation message hasbeen received from the first remote vehicle. For example, upon receivingthe linking message, the first remote vehicle may determine if thevehicle identifier in the linking message matches the actual, knownvehicle identifier of the first remote vehicle. If the match isverified, then the first remote vehicle may communicate a confirmationmessage back to the lead vehicle. If the confirmation message is notreceived after a predetermined amount of time associated with anexpected time of response, the method may return to 4210 for re-sendingthe linking message to the first remote vehicle. On the other hand, ifthe confirmation message is received, the method may proceed to step4214.

At step 4214, a communication link is established between the leadvehicle and the first remote vehicle. The communication link may be awireless communication link which designates a protocol and/orinstructions for subsequent bilateral communications between the twoparties, such as frequency, timing, and the like. Optionally, the methodmay return to step 4208 and the vehicle control system on the leadvehicle may generate another linking message for communication to asecond remote vehicle of the vehicle system for establishing acommunication link with the second remote vehicle. For example, thesteps 4208, 4210, 4212, and 4214 may be repeated for each of the remotevehicles in the vehicle system with which the lead vehicle is configuredto establish communication links. In an alternative embodiment, asingle, omnibus linking message may be generated and communicated thatincludes all of the vehicle identifiers associated with the specificremote vehicles of the vehicle system. The individual communicationlinks at 4214 between the lead vehicle and the remote vehicles may beestablished upon receipt of a confirmation message from eachcorresponding remote vehicle.

At step 4216, the vehicle control system of the lead vehicle isconfigured to transmit command messages to the first remote vehicle viathe communication link between the lead vehicle and the first remotevehicle. The command messages are configured to control the movement ofthe first remote vehicle along the route. For example, the commandmessages may be distributed power commands for coordinating the movementof the first remote vehicle with the movement of the lead vehicle,whether or not the two vehicles are directly or indirectly mechanicallycoupled together. Furthermore, the vehicle control system of the leadvehicle may transmit command messages to a second remote vehicle of thevehicle system via the communication link that is established betweenthe lead vehicle and the second remote vehicle. Thus, the vehiclecontrol system communicates with the different remote vehicles via thecorresponding communication links to coordinate movement of the vehiclesystem.

In the method described above, the communication links may beestablished with minimal operator intervention, such as no operatorintervention other than a single instance of an operator actuating theinput device to initiate the method. The communication links can beestablished without an operator being present at the remote vehicles.For example, a single operator may enter the lead vehicle to manuallyactuate the input device without having to leave the lead vehicle and/orwalk to any other vehicles of the vehicle system.

Optionally, the one-button linking procedure described herein can beutilized to establish communication links between a (first) vehiclecontrol system on a vehicle and an off-board vehicle control system(e.g., a second vehicle control system). For example, the off-boardvehicle control system may be a PTC system located near a route, such ason a wayside device and/or signaling device. To establish acommunication link between the off-board PTC system and the onboardvehicle control system, the off-board PTC system may generate a wirelesslinking message that is communicated to a communication device of theonboard vehicle control system. The wireless linking message may includea vehicle identifier that is uniquely associated with the vehicle. Thecommunication device is configured to establish a communication linkbetween the onboard vehicle control system and the off-board PTC systemresponsive to receipt of the wireless linking message at the vehicle andwithout an operator being present on or in the vehicle. The off-boardPTC system may be configured to remotely control movement of the vehiclevia the communication link. For example, the PTC system may beconfigured to restrict movement of the vehicle based at least in part ona location of the vehicle, as described above.

Optionally, the one-button linking procedure described herein can beutilized to establish communication links between two vehicle controlsystems onboard the same vehicle.

The control system(s) may have a local data collection system deployedthat may use machine learning to enable derivation-based learningoutcomes. The control system may learn from and make decisions on a setof data (including data provided by the various sensors), by makingdata-driven predictions and adapting according to the set of data. Inembodiments, machine learning may involve performing a plurality ofmachine learning tasks by machine learning systems, such as supervisedlearning, unsupervised learning, and reinforcement learning. Supervisedlearning may include presenting a set of example inputs and desiredoutputs to the machine learning systems. Unsupervised learning mayinclude the learning algorithm structuring its input by methods such aspattern detection and/or feature learning. Reinforcement learning mayinclude the machine learning systems performing in a dynamic environmentand then providing feedback about correct and incorrect decisions. Inexamples, machine learning may include a plurality of other tasks basedon an output of the machine learning system. In examples, the tasks maybe machine learning problems such as classification, regression,clustering, density estimation, dimensionality reduction, anomalydetection, and the like. In examples, machine learning may include aplurality of mathematical and statistical techniques. In examples, themany types of machine learning algorithms may include decision treebased learning, association rule learning, deep learning, artificialneural networks, genetic learning algorithms, inductive logicprogramming, support vector machines (SVMs), Bayesian network,reinforcement learning, representation learning, rule-based machinelearning, sparse dictionary learning, similarity and metric learning,learning classifier systems (LCS), logistic regression, random forest,K-Means, gradient boost, K-nearest neighbors (KNN), a priori algorithms,and the like. In embodiments, certain machine learning algorithms may beused (e.g., for solving both constrained and unconstrained optimizationproblems that may be based on natural selection). In an example, thealgorithm may be used to address problems of mixed integer programming,where some components restricted to being integer-valued. Algorithms andmachine learning techniques and systems may be used in computationalintelligence systems, computer vision, Natural Language Processing(NLP), recommender systems, reinforcement learning, building graphicalmodels, and the like. In an example, machine learning may be used forvehicle performance and behavior analytics, and the like.

In one embodiment, the control system(s) may include a policy enginethat may apply one or more policies. These policies may be based atleast in part on characteristics of a given item of equipment orenvironment. With respect to control policies, a neural network canreceive input of a number of environmental and task-related parameters.These parameters may include an identification of a determined trip planfor a vehicle group, data from various sensors, and location and/orposition data. The neural network can be trained to generate an outputbased on these inputs, with the output representing an action orsequence of actions that the vehicle group should take to accomplish thetrip plan. During operation of one embodiment, a determination can occurby processing the inputs through the parameters of the neural network togenerate a value at the output node designating that action as thedesired action. This action may translate into a signal that causes thevehicle to operate. This may be accomplished via back-propagation, feedforward processes, closed loop feedback, or open loop feedback.Alternatively, rather than using backpropagation, the machine learningsystem of the control systems may use evolution strategies techniques totune various parameters of the artificial neural network. The controlsystems may use neural network architectures with functions that may notalways be solvable using backpropagation, for example functions that arenon-convex. In one embodiment, the neural network has a set ofparameters representing weights of its node connections. A number ofcopies of this network are generated and then different adjustments tothe parameters are made, and simulations are done. Once the output fromthe various models are obtained, they may be evaluated on theirperformance using a determined success metric. The best model isselected, and the vehicle control system executes that plan to achievethe desired input data to mirror the predicted best outcome scenario.Additionally, the success metric may be a combination of the optimizedoutcomes, which may be weighed relative to each other.

In an embodiment, a system (e.g., a vehicle communication system) isprovided that includes one or more processors, a communication device,and a positive train control (PTC) system. The one or more processorsare onboard a lead vehicle of a vehicle system that includes the leadvehicle and at least a first remote vehicle. The communication device isonboard the lead vehicle and is operably coupled to the one or moreprocessors. The PTC system is onboard the vehicle system and isconfigured to restrict movement of the vehicle system based at least inpart on a location of the vehicle system. The PTC system is alsoconfigured to communicate a list of one or more vehicle identifiers tothe one or more processors. The one or more vehicle identifiers in thelist include a vehicle identifier associated with the first remotevehicle. The communication device is configured to communicate awireless linking message from the lead vehicle to the first remotevehicle. The wireless linking message includes the vehicle identifierassociated with the first remote vehicle. The communication device isconfigured to establish a communication link between the lead vehicleand the first remote vehicle responsive at least in part to receipt ofthe wireless linking message at the first remote vehicle and without anoperator being present at the first remote vehicle. The one or moreprocessors are configured to remotely control movement of the firstremote vehicle from the lead vehicle via the communication link.

Optionally, the communication device is configured to establish thecommunication link responsive also to receiving a wireless linkingconfirmation message from the first remote vehicle indicating bothreceipt of the wireless linking message at the first remote vehicle andvalidation of the vehicle identifier included in the wireless linkingmessage.

Optionally, the one or more processors are operably coupled to an inputdevice onboard the lead vehicle, and the one or more processors areconfigured to control the communication device to communicate thewireless linking message responsive to detecting a single instance of anoperator actuating the input device. Optionally, in response to thesingle instance of the operator actuating the input device, the one ormore processors are configured to control the communication device tocommunicate a vehicle information request message to the PTC systemprior to communicating the wireless linking message. The PTC system isconfigured to communicate the list of the one or more vehicleidentifiers to the one or more processors in response to receiving thevehicle information request message. The communication devicecommunicates the wireless linking message after the one or moreprocessors receive the list. Optionally, the communication link betweenthe lead vehicle and the first remote vehicle is established withoutoperator intervention other than the single instance of the operatoractuating the input device.

Optionally, the PTC system is configured to receive the list of the oneor more vehicle identifiers within a PTC status message communicatedfrom an off-board signaling system. The off-board signaling system islocated proximate to a route on which the vehicle system is disposed.

Optionally, the PTC system includes one or more sensors configured todetermine an orientation parameter of the first remote vehicle in thevehicle system. The PTC is also configured to communicate theorientation parameter of the first remote vehicle to the one or moreprocessors prior to the communication device establishing thecommunication link between the lead vehicle and the first remotevehicle. Optionally, the one or more sensors includes a magnetometer.

Optionally, the PTC system includes one or more sensors configured todetermine a location parameter of the first remote vehicle in thevehicle system. The PTC is also configured to communicate the locationparameter of the first remote vehicle to the one or more processorsprior to the communication device establishing the communication linkbetween the lead vehicle and the first remote vehicle.

Optionally, the list of one or more vehicle identifiers also includes asecond vehicle identifier that is associated with a second remotevehicle of the vehicle system. The communication device is configured tocommunicate a second wireless linking message to the second remotevehicle. The second wireless linking message includes the second vehicleidentifier. The communication device is configured to establish acommunication link between the lead vehicle and the second remotevehicle responsive at least in part to receipt of the second wirelesslinking message at the second remote vehicle and without an operatorbeing present at the second remote vehicle.

Optionally, one or both of the lead vehicle or the first remote vehicleis a locomotive, an automobile, or a truck.

Optionally, the lead vehicle is mechanically disconnected from the firstremote vehicle and physically spaced apart from the first remote vehiclesuch that tractive efforts or braking efforts of the lead vehicle do notexert forces on the first remote vehicle.

Optionally, the PTC system is configured to automatically restrictmovement of the vehicle system by one or more of: (i) preventing thevehicle system from entering a designated restricted area, (ii)preventing the vehicle system from exiting a designated permitted area,(iii) preventing the vehicle system from traveling faster than an upperspeed limit associated with the location of the vehicle system, or (iv)preventing the vehicle system from traveling slower than a lower speedlimit associated with the location of the vehicle system.

In an embodiment, a system (e.g., a vehicle communication system) isprovided that includes a first vehicle control system and a secondvehicle control system. The first vehicle control system is onboard alead vehicle of a vehicle system that includes the lead vehicle and atleast a first remote vehicle. The first vehicle control system includesone or more processors and a communication device operably coupled tothe one or more processors. The second vehicle control system is onboardthe vehicle system and is configured to automatically restrict movementof the vehicle system based at least in part on a location of thevehicle system. The second vehicle control system is also configured tocommunicate a list of one or more vehicle identifiers to the firstvehicle control system. The one or more vehicle identifiers in the listinclude a vehicle identifier associated with the first remote vehicle.The one or more processors of the first vehicle control system areconfigured to generate a wireless linking message that is communicatedby the communication device. The wireless linking message includes thevehicle identifier associated with the first remote vehicle. Thecommunication device is configured to establish a communication linkbetween the lead vehicle and the first remote vehicle responsive atleast in part to receipt of the wireless linking message at the firstremote vehicle and without an operator being present at the first remotevehicle. The one or more processors of the first vehicle control systemare configured to remotely control movement of the first remote vehiclefrom the lead vehicle via the communication link.

Optionally, the second vehicle control system is a positive traincontrol system.

Optionally, the second vehicle control system is configured to restrictmovement of the vehicle system by one or more of: (i) preventing thevehicle system from entering a designated restricted area, (ii)preventing the vehicle system from exiting a designated permitted area,(iii) preventing the vehicle system from traveling faster than an upperspeed limit associated with the location of the vehicle system, or (iv)preventing the vehicle system from traveling slower than a lower speedlimit associated with the location of the vehicle system.

Optionally, the one or more processors of the first vehicle controlsystem are operably coupled to an input device onboard the lead vehicle.The one or more processors are configured to control the communicationdevice to communicate the wireless linking message responsive to adetecting single instance of an operator actuating the input device.

Optionally, the communication link between the lead vehicle and thefirst remote vehicle is established without operator intervention otherthan the single instance of the operator actuating the input device.

In an embodiment, a system (e.g., a vehicle communication system) isprovided that includes a first vehicle control system and a secondvehicle control system. The first vehicle control system is configuredto operate a vehicle and includes one or more processors and acommunication device operably coupled to the one or more processors. Thesecond vehicle control system is configured to communicate with thefirst vehicle control system via the communication device and is furtherconfigured to restrict movement of the vehicle based at least in part ona location of the vehicle. The second vehicle control system isconfigured to generate a wireless linking message that is communicatedto the communication device of the first vehicle control system. Thewireless linking message includes a vehicle identifier associated withthe vehicle. The communication device is configured to establish acommunication link between the first vehicle control system and thesecond vehicle control system responsive to receipt of the wirelesslinking message at the vehicle and without an operator being present onor in the vehicle. The second vehicle control system is configured toremotely control movement of the vehicle via the communication link.

Optionally, the second vehicle control system is a positive traincontrol system.

In one or more embodiments, a system (e.g., a vehicle control system)includes a first control system onboard a lead vehicle of a vehiclesystem that includes the lead vehicle and a first remote vehicle. Thefirst control system may include one or more processors and acommunication device operably coupled with the processors. A secondcontrol system is configured to be disposed onboard the vehicle system,and automatically restricts movement of the vehicle system based atleast in part on a location of the vehicle system. The processors of thefirst control system may detect a single instance of an operatoractuating an input device onboard the lead vehicle, and may control thecommunication device to communicate a vehicle information requestmessage to the second control system responsive to detecting the singleinstance of the operator actuating the input device. The second controlsystem is configured to communicate a list of vehicle identifiers to theprocessors of the first control system. The list of vehicle identifiersmay include a vehicle identifier associated with the first remotevehicle. The processors may control the communication device tocommunicate a wireless linking message to the first remote vehicle fromthe lead vehicle based n the vehicle identifier associated with thefirst remote vehicle. The wireless linking message may include a requestto establish a communication link between the lead vehicle and the firstremote vehicle.

Optionally, the first control system may establish the communicationlink between the lead vehicle and the first remote vehicle withoutoperator intervention other than the single instance of the operatoractuating the input device.

Optionally, the wireless linking message from the lead vehicle mayinclude a vehicle identifier associated with the lead vehicle. The firstremote vehicle may compare the vehicle identifier of the lead vehiclewith one or more stored vehicle identifiers to verify that the leadvehicle is permitted to establish the communication link with the firstremote vehicle.

Optionally, the second control system may receive the list of the one ormore vehicle identifiers within a status message communicated from anoff-board signaling system.

Optionally, the off-board signaling system may be located proximate to aroute on which the vehicle system is disposed.

Optionally, the second control system may automatically restrictmovement of the vehicle system by one or more of: (i) preventing thevehicle system from entering a designated restricted area, (ii)preventing the vehicle system from exiting a designated permitted area,(iii) preventing the vehicle system from traveling faster than an upperspeed limit associated with the location of the vehicle system, or (iv)preventing the vehicle system from traveling slower than a lower speedlimit associated with the location of the vehicle system.

Optionally, the second control system may be a component of a positivetrain control (PTC) system.

Optionally, the second control system may include one or more sensorsthat may be configured to determine locations of the lead vehicle andthe first remote vehicle. The location of the lead vehicle may bedifferent than the location of the first remote vehicle. The secondcontrol system may restrict movement of the lead vehicle based on thelocation of the lead vehicle, and may restrict movement of the firstremote vehicle based on the location of the first remote vehicle.

Optionally, the second control system may restrict movement of the leadvehicle to operate according to a first set of operating conditionsbased on the location of the lead vehicle, and may restrict movement ofthe first remote vehicle to operate according to a second set ofoperating conditions based on the location of the first remote vehicle.

Optionally, the second control system may determine that the location ofthe lead vehicle is in an area that requires restriction, and that thelocation of the first remote vehicle is in an area that does not requirerestrictions.

Optionally, the lead vehicle and the first remote vehicle may bemechanically disconnected from each other such that tractive efforts orbraking efforts by one of the lead or first remote vehicles do not exertforces on the other of the lead or first remote vehicle.

Optionally, the one or more processors may identify the vehicleidentifier associated with the first remote vehicle from other vehicleidentifiers associated with vehicles other than the first remotevehicle.

In another embodiment, a method may include detecting a single instanceof an operator actuating an input device onboard a lead vehicle of avehicle system that includes the lead vehicle and at least a firstremote vehicle. A communication device may be controlled to communicatea vehicle information request message to a positive train control (PTC)system of the vehicle system. The PTC system can automatically restrictmovement of the vehicle system based at least in part on a location ofthe vehicle system. A list of vehicle identifiers may be received fromthe PTC system. The list of vehicle identifiers can include a vehicleidentifier associated with the first remote vehicle. A wireless linkingmessage may be communicated to the first remote vehicle based on thevehicle identifier associated with the first remote vehicle subsequentto receiving the list of vehicle identifiers from the PTC system. Thewireless linking message can include at least a request to establish acommunication link between the lead vehicle and the first remotevehicle.

Optionally, the communication link between the lead vehicle and thefirst remote vehicle may be stablished without operator interventionother than the single instance of the operator actuating the inputdevice.

Optionally, the list of the one or more vehicle identifiers may bereceived from the PTC system within a status message communicated froman off-board signaling system.

Optionally, the off-board signaling system may be located proximate to aroute on which the vehicle system is disposed.

Optionally, the PTC system may automatically restrict movement of thevehicle system by one or more of: (i) preventing the vehicle system fromentering a designated restricted area, (ii) preventing the vehiclesystem from exiting a designated permitted area, (iii) preventing thevehicle system from traveling faster than an upper speed limitassociated with the location of the vehicle system, or (iv) preventingthe vehicle system from traveling slower than a lower speed limitassociated with the location of the vehicle system.

Optionally, locations of the lead vehicle and the first remote vehiclemay be determined. The location of the lead vehicle may be differentthan the location of the first remote vehicle. Movement of the leadvehicle may be restricted based on the location of the lead vehicle, andmovement of the first remote vehicle may be restricted based on thelocation of the first remote vehicle.

Optionally, the location of the lead vehicle may be determined to be inan area that requires restricted movement, and the location of the firstremote vehicle may be determined to be in an area that does not requirerestricted movement.

In another embodiment, a vehicle control system can include one or moreprocessors that are configured to be onboard a lead vehicle of a vehiclesystem that includes the lead vehicle and at least a first remotevehicle. The processors are configured to be operably coupled with acommunication device. One or more components of a positive train control(PTC) system are configured to be onboard the vehicle system. The PTCsystem can automatically restrict movement of the vehicle system basedat least in part on a location of the vehicle system. The PTC systemalso can communicate a list of vehicle information associated withplural remote vehicles to the one or more processors. The list ofvehicle information may include a vehicle identifier, a vehiclelocation, and a vehicle orientation associated with each of the remotevehicles. The communication device is configured to communicate awireless linking message from the lead vehicle to the first remotevehicle that includes the vehicle identifier associated with the firstremote vehicle. The communication device may establish a communicationlink between the lead vehicle and the first remote vehicle responsive atleast in part to receipt of the wireless linking message at the firstremote vehicle and without an operator being present at the first remotevehicle. The lead vehicle may control movement of the first remotevehicle responsive to establishing the communication link, and based atleast in part on one or more of the vehicle location of the first remotevehicle or the vehicle orientation of the first remote vehicle.

The above description is illustrative and not restrictive. For example,the above-described embodiments (and/or aspects thereof) may be used incombination with each other. In addition, many modifications may be madeto adapt a particular situation or material to the teachings of theinventive subject matter without departing from its scope. While thedimensions and types of materials described herein are intended todefine the parameters of the inventive subject matter, they are by nomeans limiting and are example embodiments. Many other embodiments willbe apparent to one of ordinary skill in the art upon reviewing the abovedescription. The scope of the inventive subject matter should,therefore, be determined with reference to the appended claims, alongwith the full scope of equivalents to which such claims are entitled. Inthe appended claims, the terms “including” and “in which” are used asthe plain-English equivalents of the respective terms “comprising” and“wherein.” Moreover, in the following claims, the terms “first,”“second,” and “third,” etc. are used merely as labels, and are notintended to impose numerical requirements on their objects. Further, thelimitations of the following claims are not written inmeans-plus-function format and are not intended to be interpreted basedon 35 U.S.C. § 112(f), unless and until such claim limitations expresslyuse the phrase “means for” followed by a statement of function void offurther structure.

This written description uses examples to disclose several embodimentsof the inventive subject matter and also to enable one of ordinary skillin the art to practice the embodiments of inventive subject matter,including making and using any devices or systems and performing anyincorporated methods. The patentable scope of the inventive subjectmatter is defined by the claims, and may include other examples thatoccur to one of ordinary skill in the art. Such other examples areintended to be within the scope of the claims if they have structuralelements that do not differ from the literal language of the claims, orif they include equivalent structural elements with insubstantialdifferences from the literal languages of the claims.

The foregoing description of certain embodiments of the presentinventive subject matter will be better understood when read inconjunction with the appended drawings. To the extent that the figuresillustrate diagrams of the functional blocks of various embodiments, thefunctional blocks are not necessarily indicative of the division betweenhardware circuitry. Thus, for example, one or more of the functionalblocks (for example, processors or memories) may be implemented in asingle piece of hardware (for example, a general purpose signalprocessor, microcontroller, random access memory, hard disk, and thelike). Similarly, the programs may be stand-alone programs, may beincorporated as subroutines in an operating system, may be functions inan installed software package, and the like. The various embodiments arenot limited to the arrangements and instrumentality shown in thedrawings.

As used herein, an element or step recited in the singular and proceededwith the word “a” or “an” should be understood as not excluding pluralof said elements or steps, unless such exclusion is explicitly stated.Furthermore, references to “one embodiment” of the present inventivesubject matter are not intended to be interpreted as excluding theexistence of additional embodiments that also incorporate the recitedfeatures. Moreover, unless explicitly stated to the contrary,embodiments “comprising,” “including,” or “having” an element or aplurality of elements having a particular property may includeadditional such elements not having that property.

What is claimed is:
 1. A system comprising: a first control systemconfigured to be onboard a lead vehicle of a vehicle system thatincludes the lead vehicle and at least a first remote vehicle, the firstcontrol system including one or more processors and a communicationdevice operably coupled with the one or more processors; and a secondcontrol system configured to be onboard the vehicle system, the secondcontrol system configured to automatically restrict movement of thevehicle system based at least in part on a location of the vehiclesystem, the one or more processors of the first control systemconfigured to detect a single instance of an operator actuating an inputdevice onboard the lead vehicle, the one or more processors of the firstcontrol system configured to control the communication device tocommunicate a vehicle information request message to the second controlsystem responsive to detecting the single instance of the operatoractuating the input device, the second control system configured tocommunicate a list of one or more vehicle identifiers to the one or moreprocessors of the first control system, the list of vehicle identifiersincluding a vehicle identifier associated with the first remote vehicle,the one or more processors of the first control system configured tocontrol the communication device to communicate a wireless linkingmessage to the first remote vehicle from the lead vehicle based on thevehicle identifier associated with the first remote vehicle, thewireless linking message including at least a request to establish acommunication link between the lead vehicle and the first remotevehicle.
 2. The system of claim 1, wherein the first control system isconfigured to establish the communication link between the lead vehicleand the first remote vehicle without operator intervention other thanthe single instance of the operator actuating the input device.
 3. Thesystem of claim 1, wherein the wireless linking message from the leadvehicle includes a vehicle identifier associated with the lead vehicle,wherein the first remote vehicle is configured to compare the vehicleidentifier of the lead vehicle with one or more stored vehicleidentifiers to verify that the lead vehicle is permitted to establishthe communication link with the first remote vehicle.
 4. The system ofclaim 1, wherein the second control system is configured to receive thelist of the one or more vehicle identifiers within a status messagecommunicated from an off-board signaling system.
 5. The system of claim4, wherein the off-board signaling system is located proximate to aroute on which the vehicle system is disposed.
 6. The system of claim 1,wherein the second control system is configured to automaticallyrestrict movement of the vehicle system by one or more of: (i)preventing the vehicle system from entering a designated restrictedarea, (ii) preventing the vehicle system from exiting a designatedpermitted area, (iii) preventing the vehicle system from travelingfaster than an upper speed limit associated with the location of thevehicle system, or (iv) preventing the vehicle system from travelingslower than a lower speed limit associated with the location of thevehicle system.
 7. The system of claim 1, wherein the second controlsystem is a component of a positive train control (PTC) system.
 8. Thesystem of claim 1, wherein the second control system includes one ormore sensors configured to determine locations of the lead vehicle andthe first remote vehicle, wherein the location of the lead vehicle isdifferent than the location of the first remote vehicle, wherein thesecond control system is configured to restrict movement of the leadvehicle based on the location of the lead vehicle, and the secondcontrol system is configured to restrict movement of the first remotevehicle based on the location of the first remote vehicle.
 9. The systemof claim 8, wherein the second control system is configured to restrictmovement of the lead vehicle to operate according to a first set ofoperating conditions based on the location of the lead vehicle, and thesecond control system is configured to restrict movement of the firstremote vehicle to operate according to a second set of operatingconditions based on the location of the first remote vehicle.
 10. Thesystem of claim 8, wherein the second control system is configured todetermine that the location of the lead vehicle is in an area thatrequires restriction, and determine that the first remote vehicle is inan area that does not require restrictions.
 11. The system of claim 8,wherein the lead vehicle and the first remote vehicle are mechanicallydisconnected from each other such that tractive efforts or brakingefforts by one of the lead vehicle or the first remote vehicle do notexert forces on the other of the lead vehicle or the first remotevehicle.
 12. The system of claim 1, wherein the one or more processorsare configured to identify the vehicle identifier associated with thefirst remote vehicle from other vehicle identifiers associated withvehicles other than the first remote vehicle.
 13. A method comprising:detecting a single instance of an operator actuating an input deviceonboard a lead vehicle of a vehicle system that includes the leadvehicle and at least a first remote vehicle; controlling a communicationdevice to communicate a vehicle information request message to apositive train control (PTC) system of the vehicle system, the PTCsystem configured to automatically restrict movement of the vehiclesystem based at least in part on a location of the vehicle system;receiving a list of one or more vehicle identifiers from the PTC system,the list of vehicle identifiers including a vehicle identifierassociated with the first remote vehicle; and communicating a wirelesslinking message to the first remote vehicle based on the vehicleidentifier associated with the first remote vehicle subsequent toreceiving the list of vehicle identifiers from the PTC system, thewireless linking message including at least a request to establish acommunication link between the lead vehicle and the first remotevehicle.
 14. The method of claim 13, further comprising establishing thecommunication link between the lead vehicle and the first remote vehiclewithout operator intervention other than the single instance of theoperator actuating the input device.
 15. The method of claim 13, furthercomprising receiving the list of the one or more vehicle identifiers atthe PTC system within a status message communicated from an off-boardsignaling system.
 16. The method of claim 15, wherein the off-boardsignaling system is located proximate to a route on which the vehiclesystem is disposed.
 17. The method of claim 13, wherein the PTC systemis configured to automatically restrict movement of the vehicle systemby one or more of: (i) preventing the vehicle system from entering adesignated restricted area, (ii) preventing the vehicle system fromexiting a designated permitted area, (iii) preventing the vehicle systemfrom traveling faster than an upper speed limit associated with thelocation of the vehicle system, or (iv) preventing the vehicle systemfrom traveling slower than a lower speed limit associated with thelocation of the vehicle system.
 18. The method of claim 13, furthercomprising: determining locations of the lead vehicle and the firstremote vehicle, wherein the location of the lead vehicle is differentthan the location of the first remote vehicle; restricting movement ofthe lead vehicle based on the location of the lead vehicle; andrestricting movement of the first remote vehicle based on the locationof the first remote vehicle.
 19. The method of claim 18, furthercomprising determining that the location of the lead vehicle is in anarea that requires restricted movement, and determining that thelocation of the first remote vehicle is in an area that does not requirerestricted movement.
 20. A vehicle control system comprising: one ormore processors configured to be onboard a lead vehicle of a vehiclesystem that includes the lead vehicle and at least a first remotevehicle, the one or more processors operably coupled with acommunication device; and one or more components of a positive traincontrol (PTC) system configured to be onboard the vehicle system, thePTC system configured to automatically restrict movement of the vehiclesystem based at least in part on a location of the vehicle system, thePTC system also configured to communicate a list of vehicle informationassociated with plural remote vehicles to the one or more processors,the list of vehicle information including a vehicle identifier, avehicle location, and a vehicle orientation associated with each of theplural remote vehicles, the communication device configured tocommunicate a wireless linking message from the lead vehicle to thefirst remote vehicle, the wireless linking message including the vehicleidentifier associated with the first remote vehicle, the communicationdevice configured to establish a communication link between the leadvehicle and the first remote vehicle responsive at least in part toreceipt of the wireless linking message at the first remote vehicle andwithout an operator being present at the first remote vehicle, the leadvehicle configured to control movement of the first remote vehicleresponsive to establishing the communication link and based at least inpart on one or more of the vehicle location of the first remote vehicleor the vehicle orientation of the first remote vehicle.